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Honda Fireblade versus Fireblade SP

Basic and top equipment in comparison

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Honda forges the Fireblade in the basic and the more expensive SP version. But which variant is suitable for which purpose – and it definitely has to be the Nobel planer?

Manufacturers who do not want to be passed on mercilessly today are spoiled for choice for their customers: May it be the Superbike standard version or the premium version? Clear the stage for the Honda F.ireblade and its nobler sister Honda Fireblade SP. The latter is around 4,900 euros more expensive than the basic version, although the drives are exactly the same. The main difference: the electronic suspension made from Swedish gold.

Honda Fireblade versus Fireblade SP

Basic and top equipment in comparison

Fireblade SP can be set in six different modes. In A1, A2 and A3 the dampers work semi-actively, i.e. they automatically exchange rebound and compression damping according to the situation. The five-axis gyro sensors (IMU) as the brain and nervous system of the Fireblade provide the necessary data every ten milliseconds. Basically, mode A1 means the tightest damping behavior. A2 is a tad softer and A3 the softest. A1, A2 and A3 thus cover areas in which the damping works. In addition, there are the “General”, “Brake”, “Corner” and “Acceleration” submenus, in which the damping can be set between minus five to plus five. In M1, M2 and M3 the driver can adjust and save the setup himself using "electronic clicks" using a scale. This results in endless adjustment options that are particularly useful for ambitious hobby racers.

Electronics or mechanics?

The basic Fireblade shows how easy life can be. It has a conventional Showa chassis without electronic adjustment options. Geometrically, the two Fireblades differ only marginally from each other. The values ​​of the wheelbase (SP 1404 mm / base 1405 mm) and steering head angle (SP 66.7 degrees / base 66.8 degrees) are very slightly apart. The two machines are one-to-one in their sitting position, which is quite balanced for a super athlete.

So how does the chassis make a difference? With the EdelFeuerklinge, the semi-active chassis mode A1 emerges as the best choice on a smooth road surface. From a sporting point of view, there is nothing that would stand out negatively in semi-active A1 mode. When firing out of the corners, the rear sticks neatly to the asphalt, and the machine, like the much-cited board, is inclined. The pilot can feel how the system readjusts the damping at the stern when the shower is turned up at the exit of the curve. With the grip-friendly Pirelli Supercorsa SP tires, the grip on the rear wheel is simply amazing! The standard Fireblade, with tires with equally adhesive Bridgestone S21, sags slightly at the rear when fired from the corners compared to the Fireblade SP. However, this does not result in a significant disadvantage when driving on country roads.

As soon as uneven road surfaces such as waves or hard edges come into play, as is normally the case on country roads, the A1 mode of the noble Fireblade proves to be too tight because it is uncomfortable. In level A2, the electronic chassis works slightly softer and in this case offers better responsiveness.

It’s even gentler in mode A3, which roughly corresponds to the suspension characteristics of the Showa chassis of the basic Fireblade, as the comparison on our bad road test track shows. On the country road, the Showa chassis of the more simply equipped Blade generally works more than properly. The Big Piston fork and the shock absorber respond cleanly, and the basic blade looks finely balanced.

The SP chassis hardly creates any decisive advantages on the country road. As previously described, the electronically controlled Ohlins material keeps the SP more stable in an inclined position. In addition, the automatic readjustment of the damping creates plenty of grip on the rear wheel when accelerating out. In addition, the front of the SP appears a bit more stable when braking, which makes the machine feel more accurate. At the same time, the front of the noble Fireblade is also stiffer. The softer standard Fireblade even feels a bit more jagged in tight country road curves. The SP chassis would only make a difference in extreme driving situations and at high speeds, such as those driven on perfectly paved racetracks. And then probably a clear one!

Similarities in handling

Both Fireblades are extremely compact and handy motorcycles, which are nevertheless not designed too extreme for the country road and are a lot of fun there. In particular, the blades do a fantastic job of turning quickly in alternating curves! As a single-seater, the noble version, with its light tank made of titanium and its lighter battery, weighs one kilogram less than the basic version: it stands 195 to 196 kilograms. This one kilo is not particularly noticeable on the country road in the form of greater agility. It is true that the gold-colored wheels of the Fireblade SP suggest noble forged goods, which would perhaps improve the handling. But appearances are deceptive: Standard Fireblade and Fireblade SP roll on conventional cast aluminum wheels. Nevertheless, Honda took the subject of lightweight construction extremely seriously with the new fire blades. For example, the screws of the brake calipers, the screws for fastening the rear frame or the front axle are drilled hollow at one point.

Another common feature between the standard version and the premium version is the electro-hydraulically controlled steering damper HESD. Both models are equipped with it and the part works first class! Handlebar slap or instability at high speeds never occurs with the Fireblades on country roads. Even the Isle of Man jumping hill on the dirt road can’t stumble the machines on the hard landing.

The bikes differ in terms of the brakes. While the standard Fireblade is equipped with four-piston Tokico brake calipers, the SP version has Brembo M50 monoblocks. At first, the Tokicos do a great job and delay vehemently. A difference can be made out in the braking feeling, because the M50s bite more fully and more easily. The subject areas of stability of the braking systems and ABS coordination once again highlight opposites. At high outside temperatures and when the brakes are used for sport, the pressure point on the standard Fireblade shifts significantly. This goes so far that the lever has to be pulled with the whole hand. The Fireblade SP’s brembos also give in slightly, but the pressure point remains stable afterwards.

If the ABS intervenes, the fire blades do not communicate this via a pulsation in the brake lever. Instead, the brake lever becomes "hard" and there is no deceleration. With the standard model, this phenomenon occurs more frequently when braking heavily over bumps. In some cases, the brake pressure is also lost if the front wheel briefly jumps up over an edge and then comes back into contact with the ground. The SP reacts more confidently in the same situations. Nevertheless, even with the noble Fireblade, it is not clear which pattern the anti-lock braking system works exactly. Basically, it seems incomprehensible why Honda does not simply give the driver the option of deactivating ABS at the push of a button. A basic problem for Japanese manufacturers! Aprilia, BMW and Ducati all build multi-level and completely deactivatable systems in their super sports bikes and naked bikes.

A final distinguishing feature relates to the automatic switchgear. This is standard on board in the SP variant (with blipper function, electronically adjustable in three stages). The basic Fireblade comes without a quickshifter, which costs 699 euros extra as a Honda original accessory. That is money well invested as the shift assistant works perfectly above 3,000 rpm. The gear changes are up and down with lightning speed and precision! Express praise goes to the gearbox of the Fireblades. This switch box works very accurately, even without the use of the automatic switch.

Conclusion

In our country road test, the matt black standard Fireblade bravely defies its colorful sister SP and can hardly be distanced. The Quickshifter is a clear recommendation and a real asset: it is essential to order it!

However, if you focus on the race track, want a little better brakes and know how to use the possibilities of the fantastic chassis, you should reach for the Honda Fireblade SP – it offers the greater racing spirit with its special paintwork and as a single -seater anyway.

Price comparison of the Honda Fireblade and the Honda Fireblade SP

Used Honda Fireblade and Fireblade SP in Germany

Everyone has to make the difficult choice between the sporty Fireblade and the racetrack-compatible Fireblade SP. But to make the decision a little easier, it is worth taking a look at the used motorcycle exchange. There the Honda CBR 1000 RR Fireblade and the Honda CBR 1000 RR Fireblade SP are in direct price comparison: Used Honda Fireblade and Honda Fireblade SP in Germany

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