Honda CBR 1000 RR Fireblade SC77 endurance test

Honda CBR 1000 RR Fireblade (SC77) in the long-term test

Final balance of the super athlete

The Honda Fireblade went through the MOTORRAD endurance test on March 17th, 2017 and reached its destination in June 2019. In this item you will learn how the CBR 1000 RR (SC77) fared on the way to 50,000 kilometers. my love, do it yut! "These sentences, decorated with a few lively painted notes, were the last words PS boss Uwe Seitz wrote in the Fireblade’s logbook. He had completed the 50,000 kilometers and expressed the sadness that many felt, including the author – no more driving a blade, instead dismantling, measuring, voyeuristic gaze at your innermost being, packing away in boxes and cardboard boxes. Dear Fireblade, may you one day rise again under the hands of a skilled mechanic and draw your wonderful lines through the curves in the hands of a fast driver. We wish you from the bottom of our hearts.

"I love this motorcycle"

In fact, the entries in the logbook ranged from “This is just a good motorcycle” (professionally reserved) to “I love this motorcycle” (euphoric), with the latter predominating. A colleague was impressed, but complained after a 300 kilometer tour that everything hurt him. He drives an Africa Twin privately and has apparently not trained the super athlete’s muscle groups the way it should be. The majority, however, praised the Blade’s suitability for everyday use. The only other criticism here and there is the complaint about the not very strong draft in the lower speed range.

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This is what the engine looks like in its individual parts.

Rather worried, attention was drawn to the ringing noise that the engine made when accelerating between 3,000 and 4,000 rpm. Anyone who knows the predecessor model SC59 will hardly be surprised – it also develops such tones, which are less audible than with the current SC77 with its exhaust made of thin-walled titanium sheet due to the silencer made of thick sheet steel. Some believe that high-octane gasoline prevents crackling, but this didn’t help with the MOTORRAD endurance tester any more than with its predecessor from 2008. At the final meeting, the Honda delegation consistently avoided the term “acceleration bells” and instead spoke of “Normal combustion noises”. No matter what you want to call the phenomenon, it actually has no harmful effects on the engine. That much can be determined after two times 50,000 kilometers. Neither the piston crowns nor the surfaces of the combustion chambers show pimples or other signs of uncontrolled combustion, only light, neither greasy, sooty nor too light deposits.

Scraping noises just a blemish?

The scratching noises from the area of ​​the timing chain slot also seem to belong to the category of blemishes, which was heard for the first time after around 27,000 kilometers on the endurance test machine. The reason for assuming a rather harmless malfunction is as follows: Both the authorized dealer Trinkner and a specially consulted customer service representative from Honda Germany initially declared the noise to be normal. When the decision was made to change the timing chain tensioner, which made the noise disappear, the engine had already been scraping for a good 15,000 kilometers – without any noticeable drop in performance. This is proven by a power measurement at a mileage of 31,500. It was used to compare an Arrow rear silencer with the standard pot and produced the same curves as the initial measurement after 1,800 kilometers.


The MRA bubble disk has served us well on longer journeys.

The replaced timing chain tensioner showed neither wear nor damage. MOTORRAD could not determine the spring tension; there is also no comparison data. Whatever caused the timing chain scraping seems to be in the low tolerance range. Nevertheless, there remains a slight unease. If the timing chain skips due to a defective tensioner, this can quickly lead to major engine damage. That is why Honda Germany sends the tensioner and all other components of the camshaft drive to Japan for analysis. This is not an isolated case, as the email from Steffen Weichert shows.

Repeatedly leaves in the airbox

In view of the power measurement after 31,500 kilometers, the question arises why the final measurement resulted in 4.6 hp less than before. The condition of valves, seats, pistons and rings cannot be the reason for this, especially since the power curve up to 10,000 rpm remains largely congruent with the curves determined earlier. In the case of a motor that loses power due to mechanical wear, the percentage loss is approximately the same over the entire speed range; its curve would therefore consistently lie below the initial measurement. 4.6 HP is within the measuring tolerance of the MOTORRAD test bench, but on the other hand it is characterized by high repeatability. This is why surveying specialist Christian Vetter suspects a lack of air at high speeds as the cause.

In fact, he found leaves in the airbox while dismantling, albeit less than at 41,404. At that time, half a deciduous forest in front of the air filter caused shortness of breath at high speeds. Guido Nowak, as technical coordinator at Honda Germany responsible for monitoring product quality, has observed with other Honda models that even original air filter inserts do not always allow the same throughput and that the engines react to these differences with performance differences. The official statement from Honda did not want to confirm this observation. MOTORRAD itself thinks the leaves are the cause and concludes that, firstly, it is worth cleaning the airbox during the spring inspection, and secondly, skepticism about accessory air filters is required. The question that remains is how the foliage can get into the airbox so easily.

No corrosion damage to the chassis

After the interim endurance test, the author received an email from a reader who interpreted the replacement of the corroded front wheel bearings and the mention of the ringing and scratching noises as evidence of a deterioration in quality. As already shown, the crackling combustion noise is harmless, as is the still unexplained fault in the timing chain tensioner with a high degree of probability. In order not to let the topic of wheel bearings rest, MOTORRAD also asked about the defect frequency of these parts, which, according to Guido Nowak, is very low. In MOTORRAD endurance testers of any brand, defective wheel bearings are not so rare – and that is actually due to driving in autumn, early spring and – only on halfway dry roads – also in winter. The editorial office does not use a steam jet to clean the motorcycles. There is no corrosion damage to the chassis, the radiator and exhaust system only show the usual contamination from blown up road dust and spray water.

Honda CBR 1000 RR Fireblade (SC77) in the long-term test: accessories, luggage and tire recommendations

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Some minor problems

Although the battery had to be replaced during the 24,000 inspection, the starting difficulties do not seem to be due to the limited battery capacity alone. Even when the battery is fit and fully charged, it often takes a long time for the cold engine to start. The spark plugs with a heat value of nine – standard in the engines of super athletes – seem to have reached the lower limit of their temperature range in the cold and damp in the morning. The starter has to crank the crankshaft a long time before it fires. That could explain the subtle cold start friction marks in the cylinder liners, because before the engine starts, gasoline is constantly injected, which initially remains unburned and thins the lubricating film.


This is what the wear and tear of the individual components looks like after 50,000 kilometers.

Because the perception may have slipped a bit into the negative after so much analysis of minor problems, it should be raised to the normal level again at the end: a set of front wheel bearings, a fuel cap, a battery and a timing chain tensioner had to be changed unscheduled over 50,000 kilometers, the rest was normal wear and tear. What is that in view of the driving pleasure that the Fireblade has brought us?

Costs, maintenance and repairs

Honda CBR 1000 RR Fireblade (SC77) in the long-term test – costs


Operating costs over 50,000 kilometers

Total amount

13.5 liters of oil at 19.21 euros each

259.34 euros

5 oil filters at 18 euros each

90.00 euros

2 air filters at 56.80 euros each

113.60 euros

4 spark plugs at 40.93 euros

163.72 euros

8 sets of front brake pads at 63.01 euros each

504.08 euros

2 sets of rear brake pads at 57.61 euros

115.22 euros

1 chain set

265.37 euros


18.61 euros

Small parts, lubricant

129.13 euros

brake fluid

4.55 euros


180.29 euros

Inspections and repairs (working hours)

1,902.16 euros

Tires (including assembly, balancing and disposal)

2,502.00 euros


3,786.28 euros

total cost

acquisition cost

17,995.00 euros


7,995.00 euros

Estimated Price (Dealer Selling Price)

10,000.00 euros

Costs per kilometer (without loss of value)

20.1 cents

Costs per kilometer (with depreciation)

36.1 cents

Honda CBR 1000 RR Fireblade (SC77) endurance test – maintenance repairs

Maintenance and repairs


Forehead and rear tires renewed (Bridgestone S21 "E.")


Front and rear tires renewed (Pirelli Diablo Rosso III)


Front brake pads and lever renewed


Front and rear tires renewed (Michelin Power RS)


Front and rear tires renewed (Dunlop Roadsmart III)


Vehicle no longer started, battery empty


Tank sealing ring renewed (recall), chain set, swing arm protection, front and rear brake pads as well as front wheel bearings and battery (guarantee) renewed


Front and rear tires renewed (Bridgestone S21 "E.")


Front and rear tires renewed (Michelin Pilot Power 2CT)


Timing chain tensioner and fork seals renewed (guarantee)


Forehead and rear tires renewed (Michelin Power RS, pulled up again from 14,000 kilometers)


Front brake pads renewed


Front brake discs (guarantee), front and rear brake pads renewed


Compression and wear after 50,000 kilometers

Cylinder head: All valves and valve seats are only slightly widened, and valve stems and guides are also not found. The camshafts also show hardly any signs of wear, and their bearings are also inconspicuous.

Cylinder / piston: The cylinders are dimensionally and dimensionally accurate, the pistons show an inconspicuous running pattern with only minor carbon deposits.

Crank drive: The tracks of the crankshaft main bearings are harmless, the bearing play is at the wear limit. However, this was set unusually tight by Honda. Suzuki allows up to 0.08 mm of play in the engine of the GSX-S 1000 (the actual value was 0.05 mm), Yamaha even allows a full tenth of the R1 (the actual value was between 0.03 and 0.04 mm). With new bearing shells, the game will hardly be less. There are two stronger grooves on two connecting rod bearings. The piston pins and connecting rod eyes are OK.

Honda CBR 1000 RR Fireblade (SC77) in the long-term test: wear of the components after 50,000 kilometers

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Pictures: Honda CBR 1000 RR Fireblade (SC77) in the long-term test

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The importer comments …

… to the starting problems in cold and wet and cold weather.

Honda import: We believe the battery on this motorcycle is adequately sized for its primary use. So far, cold start and cold running problems have not been reported to us via our customer service or our dealer support (Tech Line).

… to the defective front wheel bearings.

Honda import: Due to the very low frequency of damage (only three other cases on the German market), we do not see any general problems with the selection and dimensioning of the wheel bearings. We assume that the wheel assembly and vehicle cleaning are always correct, but we cannot provide a detailed statement because we do not have the defective old parts for assessment.

… to the crackling sound of combustion.

Honda import: This phenomenon was reported back to our plant in Japan at a very early stage and extensively investigated there. According to our engineers, this is a normal combustion noise that has no negative effects on the engine components and their service life. The condition of the dismantled engine supports this statement.


Honda representatives meet our editors in the MOTORRAD conference room.

… the lack of 4.6 HP.

Honda import: All engine components are in perfect condition. We cannot fully understand the test and measurement conditions and therefore assume that the measurement results are subject to smaller tolerances, which were influenced by external factors.

… for pawing the timing chain.

Honda import: A noise / creaking from the timing chain area has been reported to us in a small number of vehicles. As with the test machine, these noises could always be eliminated by replacing the timing chain tensioner. In order to determine the exact cause, we will send the old parts back to our headquarters in Japan for detailed investigations.

Reading experiences for Fireblade (SC77)

Peter Gohring: I’ve only got 2,500 kilometers down, actually it ran without any problems. However, I noticed the following little things: The gear changes with Quickshifter from first to second gear are sometimes a bit rough, in higher gears it’s better. When accelerating at low speeds of around 3,000 rpm and, for example, in fourth gear, it sometimes purrs for a second, as if the engine is being overfed. I usually fill up with Total Excellium or Shell V-Power, so only the best of the best. After standing still in winter (the battery was removed and reinstalled) it sometimes had problems starting, even if it was restarted warm. The starter would sometimes run for two seconds, then shut it down and restart the display. Once the ABS lamp was on and didn’t go out. The dealer suspected contact problems and recommended reconnecting the battery, but the problem persisted for a while. It hasn’t happened lately.

Volker Rothstein: Maybe I had the Monday motorcycle. I’m 75 and have more than a million motorcycle kilometers together, mostly with Hondas: RC30, VF 1000 R, VF 1000 F2, CBR 1000 SC44 and SC59. I drove the SC77 SP over 20,000 kilometers and was completely dissatisfied: annoying jerking of the slide in city traffic, acceleration / lean ringing even at 4,500 rpm and gentle acceleration with Super Plus and Ultimate. The traction control did not work initially because the gap between the rear sensor and the impulse ring was incorrect. This was remedied by spacers from HRP; the Honda workshop could not provide a dimensionally accurate brake caliper carrier. The quickshifter often didn’t work; then I ended up crashing between the aisles. Later, about one millimeter large chips were found in the oil. After all, the setting for traction control and the other electronic bells and whistles only worked sometimes. The semi-active chassis can only be used to some extent with manual adjustment. Now I am very satisfied with a Kawa ZX-10R.

Steffen Weichert: I have been driving the SC77 SP since April 2017. With the exception of the recall about the tank cap seal and a new chain tensioner, which was exchanged on goodwill at 21,000 kilometers, there is nothing wrong with the SC77. It currently has 22,548 kilometers on it and runs like clockwork.

Andreas Putsch: I bought the Fireblade SP straight away after the first encounter in 2017 and I haven’t regretted it on the 7,800 kilometers. Honda’s quality is still great, but there are also three things that aren’t perfect:

1. Engine ringing in third gear under full load – Aral Ultimate 102 almost fixes it, Shell V-Power doesn’t help.
2. Creaking clutch lever in first and second gear – no solution found so far, apart from enjoying the great automatic gearshift.
3. The Ohlins fork cracks when it compresses before it comes to a standstill, in such a way that there is always a small "jolt" going through the entire moped – this is very annoying, especially since it is a sinfully expensive component. Here, however, I have to make a few more attempts to see whether everything was installed without tension after changing the wheel. If anyone has any experience, I would be very happy to hear from you.

Conclusion: super moped, extremely handy, top quality. I still urgently recommend replacing the standard disk with a higher one, otherwise it will be unbearable on longer stages.

Rainer Friedmann: I own two SC77s, one SP from 2017 and one Standard from 2018. The Standard has been converted for the racetrack, I use the SP almost only on the road. Both have carbon parts from Ilmberger for protection and optics, the SP also has light wheels from the SP2, which significantly increase handling on the road – ingenious for road use. The racing windshield from Honda and a rear tire with a 55 mm cross-section are a must. I had problems with the throttle grip twice. Ten Kate ran the bike in on the dyno. When they hit the gas while warming up, the display rebooted. Something must have caused a little disturbance; the throttle was exchanged under guarantee. The second mishap happened on the Most racetrack. At first I didn’t understand why nothing came when I tried to give support gas. Then I saw the throttle wobble slightly. So, everything screwed on and found that the metal sheet no longer held up. Then I completely fixed the throttle grip with cable ties. The upper bracket was torn off, so the clamp no longer clamped the handle.

Endurance test notes over 27 months and 50,000 km

It took the Honda Fireblade 27 months to cover the 50,000 kilometers. In a kind of diary, we recorded how she did on her long journey and how different drivers got along with her:

Mileage: 50,000, 06/2019

Uwe Seitz

PS boss Uwe Seitz was on one last business trip with the Fireblade: the Honda Fireblade made it, its service at MOTORRAD is over, it has reached the maximum kilometers of the endurance test (50,000). And not only the sports faction in our ranks has more than one tear in its buttonhole. The "Blade" was in great demand, did several kilometers with an extended tour, never really caused trouble and I was particularly fond of it because I was at home with it particularly quickly – beaming the motorway with the 1000! Seating position, engine characteristics, chassis and handling – at the latest on the motorway exit – were simply at a very high level. While I am writing the last lines to the CBR, you are already getting to grips with our workshop master, dismantling them into all the individual parts in order to present the results in one of the next issues of MOTORRAD. Meanwhile my heart is bleeding … and tonight I have to go home with the endurance test Harley!

Mileage: 47,730, 04/2019

Andreas Bildl

On the way to the 48,000 inspection, the Fireblade was allowed to enjoy a few glorious rays of sunshine. However, the Blade doesn’t like being parked in the sun with a full tank and a hot engine. And so, to the delight of the neighbors, she spits some gasoline out of the overflow under the bike. Regardless of this, the Fireblade hurries with giant strides towards the endurance tester. But first you have to pick up the 48,000 inspection. She unwound the necessary kilometers for this on an Easter Monday trip to Franconia.

In the morning to Hassfurt, past Ditfurth Castle and enjoy the picturesque old towns and the Franconian landscape, back in the evening. As always, quickly, reliably and without problems. Hmmm, but does it run a bit more edgy and mechanically rougher now? Could it be that the transmission is now losing its last suppleness, especially without a gearshift? Let’s see how it looks after the inspection. And then on to the final spurt.

Mileage: 46,950, 04/2019

Andreas Bildl

For MOTORRAD test boss Andreas Bildl, the Fireblade is still a top sports tourer. What happened? Quickly to Ansbach at the weekend in the evening, home again at night, thanks to the higher windshield, great for high motorway sections, because the consumption display is accurate to the tenth of a second. If the display says 15.9 liters have been used, you fill up with 15.8 liters. If only the tank were a little bigger now…..

Mileage: 42,800, 01/2019

Comments about a noise from the depths of the engine, which can also be described as a creak, have long been a topic of our long-term test blade. The noise is also easily reproducible.

Oliver danisch

From the outside, absolutely nothing can be seen of the timing chain tensioner. But after it was exchanged under guarantee, the annoying noises were suddenly gone.

Simply apply moderate throttle at speeds of just under 3,000 rpm and it was there. It then disappeared again from around 3,500 rpm. Since the full performance was available, as various test bench runs show, and a visit to the importer also ended with the result “without hesitation”, we drove on for now. But lately the noise has gotten worse. After a detailed assessment by Honda, the timing chain tensioner was replaced at the dealership. Since then it’s quiet again. On this occasion, the fork seals were also replaced, as one was slightly leaking. Both were guaranteed.

Mileage: 41,404, 11/2018

Gerhard Wagner

Cost performance and make noises: leaves in the air filter box.

Test boss Andi Bildl wanted to let the Fireblade fly a bit on the autobahn. So on the shower and – prompt restraint. There were also strange noises from the airbox. Something is wrong, which is why the Fireblade went straight to the MOTORRAD workshop. Chief engineer Gerry Wagner immediately suspected the air filter. But that wasn’t it, it was the splendor of leaves in front of him. How did she get there? We are still asking ourselves this question today. Should the Fireblade really work as a leaf blower, or was it a cheeky prank? We do not know it. But they did vacuum: Gerry picked up the vacuum cleaner and removed the autumn messengers.

Mileage: 41,000, 11/2018

Andreas Bildl

The ignition lock of the Fireblade no longer wants to give the key – a little oil helps.

Test boss Andreas Bildl: The long-term Fireblade actually runs flawlessly even after 41,000 kilometers, starts flawlessly even after cool and damp autumn nights, but it sounds bad from the intake, purrs between 2,500 and 3,500 rpm – as if something was loose in the airbox would. In addition, the ignition lock is extremely annoying, the key can almost not be removed. Only with a drop of precision engineering oil on the beard does it slip again.

Mileage: 38,923, 10/2018

Fast, economical, reliable – the Fireblade in an endurance test.

Test boss Andreas Bildl used the Fireblade long-term test for his trip to Intermot in Cologne.

What an awesome Brenner, had the pleasure of taking the Fireblade for the trip to the Intermot and back. This thong on the tank is a joke, but with a smaller tank bag, a small luggage bag on the rear and a decent backpack, the Blade is actually a top speed tourer for short trips, pressure in all positions, the higher accessory screen shields Sufficient, the range of almost 250 km is actually sufficient even for faster AB stages, especially since the remaining range display and the display of the amount of fuel used are very precise and the next refueling stop can be planned easily. On almost 1,000 km (including a night stage at 270 km / h from PF to Leo behind a Cayenne …) No oil consumption and only around 6.2 liters of gasoline consumption over almost 800 km AB. Otherwise, 5.5 is enough for a brisk pace.

And on the other hand, it can purr peacefully through the city even in rush hour traffic on the fifth. Awesome part!

Mileage: 37,800, 10/2018

Uli Baumann

Online editor Uli Baumann took the long-term Fireblade on a 600-kilometer weekend trip through the Black Forest and Hohenloher Land. Summary: At a height of 1.90 meters, the Honda reaches its ergonomic limits. Footrests very high up, handlebars are inconveniently cranked and the fittings cannot be turned far enough at the angle on the stubs to result in a really comfortable sitting position.

For that, the rest is a poem. The engine turns greedily, pulls always and everywhere and yet remains cultivated. The brake is gigantic and the chassis always keeps the load stable on course. On bad roads, however, with ample loss of comfort. Otherwise it would be too loud for me because of the noise development and a very banal fuel gauge would be on my wish list.

There were no abnormalities during the 36,000 km service, but fresh brake fluid. The inspection costs were 366.92 euros.

Mileage: 34,900, 08/2018

Volkmar Jacob

Navi on the Fireblande – works if you want.

PS tester Volkmar Jacob came to the Lausitzring with the long-term Fireblade to present the BMW R nineT Racer as a Boxer Cup conversion. On the way there it was almost 600 kilometers from Stuttgart on the autobahn, but he really wanted to take the route back on small country roads under his wheels. The Erzgebirge, Vogtland and Fichtelgebirge beckons. Therefore a navigation system was mounted on the Honda. But this is generally tricky with Great athletes, because the steering stubs do not offer enough space for the bracket, and attaching it to the fork bridge limits the steering angle to a minimum because of the fairing screen. Unfortunately, that’s not how it works. The solution for the Honda: attach to the mirror arm. Protect the boom from scratches with race tape on a thin rubber pad or something similar, screw on the bracket, and the arbor is ready. Because of the large lever, the navigation system wobbles slightly, but ultimately the system works fine.

On the country road, the tight basic tuning of the conventional suspension elements of the standard version is noticeable. Even with the fork and shock absorber fully open, hard edges in particular penetrate the rider clearly – borderline, but just about acceptable. The chassis, on the other hand, skilfully filters away tamer bumps thanks to the good response behavior. That saves nerves and stamina. The same applies to the seat upholstery, which does not wear off even after many hours and is neither too hard nor too soft. However, the sporty, narrow knee angle requires long-term taker qualities.

Naturally, the backside also hurts at some point and requires a break. Refueling stops are recommended for this. The display has a great feature ready for the right time: It shows how much fuel has been used since Trip A was last deleted. If you are already on reserve (four liters), the display also counts down in tenth increments. Optionally, the information center also shows the remaining range in kilometers. All of this works very reliably. Since sat navs usually know all petrol stations, the stop to refuel can be perfectly timed.

The Fireblade puts you in a good mood on the little-traveled secondary routes in the said areas with a wonderful landscape. It steers intoxicatingly light-footed and precisely, circles exactly on the desired line and at the exit of the bend the Honda delivers a lot of steam for juicy acceleration even at low speeds – country road fires at it’s best. The retrofitted Quickshifter from Honda with blipper function also contributes to the good mood. Simply stepping up and down the gears without a clutch is extremely comfortable and frees up space for concentrating on the perfect turning and acceleration point. The retrofitted bubble windshield from Honda is also great. The part protects much better than the much too flat serial counterpart, and the air flows very evenly and absolutely free of turbulence to the upper body and helmet.

On the day of the return trip, colleague Jacob sat in the saddle for a total of eleven hours and covered around 600 kilometers on the said country roads. He’s still happy about every minute like a schnitzel – a great trip on a great motorcycle!

Mileage: 29,000, 6/2018

Uwe Seitz has a lot of experience with the Fireblade. Even with older model variants.

Now it has almost 29,000 km on the clock and is still sawing hard! The smoothness of the engine has been lost a bit, in some speed ranges the four-cylinder runs a bit rough. But that’s whining on a very high level.

That it reacts a little sluggishly to the first gas command is then the last real point of criticism. The handling and the high level of suitability for everyday use of the Fireblade are still great. After the interim endurance test (MRD 16/2018), I love to take them back to my home in the Black Forest – especially when there is a new set of tires on them!

Mileage: 27,860, 5/2018

Tobias Munchinger

Intraktormobile in Oschersleben.

As part of the long-term test, the Fireblade was in use at a DSK event in Oschersleben at the end of May. PS editor Tobias Munchinger gave the tour guide around the route for those interested and showed the participants the ideal line. During the gasoline chat between turns, the long-term Fireblade was often the subject of conversation: “How many kilometers has she got down now? Has something ever broken? "And:" How many kilometers do you as an editor actually drive each year? "Those were the most frequently asked questions. When the answers were given, amazed faces:“ What, but already so many? ”Exactly. And so that more people were diligently added, we went back to Stuttgart after the event on the move. 546 kilometers, four refueling or five and a half hours later, the Blade was back in the editorial office.

Mileage: 24,000 km, 3/2018

When the kilometer reading was 24,000, the scheduled service was due for the long-term Fireblade test. During the visit to the workshop, the tank cap seal (recall), the chain set, the chain slide rail and the front and rear brake pads were replaced. The wheel bearings on the front axle were replaced under warranty.

A Honda technician gave the all-clear regarding the engine ringing at low engine speeds, as noted by MOTORRAD. The combustion noise is normal. The bottom line is that the workshop bill adds up to around 1,458 euros.

Mileage: 22,500 km, 2/2018

During a refueling stop, the Honda CBR 1000 RR Fireblade no longer started. The transport was on its way, we loaded the machine and hung it on the charger. Now it is running again without any problems.

Mileage: 20,500 km, 12/2017 (recall)

Honda started a recall for the new Honda CBR 1000 RR Fireblade (SC77) in December. The reason for the recall: gasoline can leak due to a defective tank seal. Our copy is also affected by the recall. At 24,000 kilometers, the next inspection of our Fireblade is on the agenda anyway. The faulty filler neck will be replaced during the inspection. In addition, the ignition lock had to be sprayed smoothly again using contact spray.

Mileage: 18,095 km, 10/2017 (autumn exit)


The MOTORRAD long-term testers on an autumn wrinkled


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Mileage: 3,000 km, 03/2017

After almost 3,000 kilometers no trace of defects in the Honda CBR 1000 RR Fireblade (SC77). But the new model was allowed to run in test use right away. Under editor Andreas Bildl, it had to compete with its predecessor (MOTORRAD 8/2017). Immediately afterwards it went to the workshop, the 1,000 kilometer service was on the plan. This provides for the inspection of relevant parts such as the cooling system, chain and brakes; only the oil and filter need to be replaced. The bottom line is a little more than 200 euros for the first review.

Just back from service, the Honda CBR 1000 RR Fireblade (SC77) went straight to the nearest workshop to MOTORRAD chief screwdriver Gerry Wagner. He took off the plastic cover that was fastened with numerous Torx screws from the CBR in order to gain access to the spark plugs of the individual cylinders. Once these have been removed, the compression of the cylinders can be measured. A fundamental component at the beginning of every MOTORRAD endurance test.

When the complete endurance test distance has been unwound, the pressure is recorded again for comparison. In this way, it is possible to find out about possible wear and tear before the entire engine is dismantled. In addition, Gerry pulled out the seal pliers including the safety wire to secure important engine parts against unauthorized opening. Also due at the beginning of each endurance test: the test bench run and the determination of the acceleration and pulling power values. This procedure is repeated after completing 50,000 kilometers and quickly shows whether an engine is slowly running out of breath or whether it is still full of juice.

After the Honda CBR 1000 RR Fireblade (SC77) has mastered these entry hurdles, the signs are now pointing to everyday use, the log book rules. Every trip, whether short or long, every refueling stop, every abnormality is recorded here by the respective driver. The tires are still missing a comment, but they will require attention in the near future. The profile of the series-mounted Bridgestone S 21 in special specification "G" is coming to an end and has just reached the wear limit. New sport skins are already waiting to be used.

A replacement is not necessary for the blipper, but fleet manager Tobias Wassermann complains that the automatic switch occasionally gets stuck and the lever does not find its way back into the middle position. Maybe a little fat will help in the right place? The blipper remains under observation for the time being.

Price overview used Honda CBR 1000 RR Fireblade SC77

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As a popular super sports car, the Honda Fireblade SC77 can often be found on the used market.

The Honda CBR1000RR Fireblade SC77 is the spearhead of the Honda tidy and the prices in the used market are accordingly. As an easy-to-drive super sports car, the Fireblade SC77 will be a popular choice for years to come, which will keep prices stable. Here is a price comparison for used Honda CBR 1000 RR Fireblade SC77: used Honda Fireblade CBR1000RR SC77 in Germany.

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