Honda CBR1000RR- R SP test: the new 2020 Fireblade sends R !
But what the devil means this fourth "R" added to the surname of the hypersport Honda Fireblade, which already did not lack … air ?! Answers in our full MNC road and circuit test of the luxurious 2020 CBR1000RR-R SP.
CBR1000RR-R SP test Page 1: new era for the Fireblade
Honda has no shortage of R… Attach an additional "R" to its CBR1000RR-R, admit that it was necessary to dare: the R of nothing, space will end up missing on its fairings to fit its collection of consonants! All kidding aside, this rather heavy repetition of the 18th letter of the alphabet marks a crucial step for the Fireblade: the entry into a new era..
- MNC Premium : Why the CBR1000RR-S is the most expensive Japanese Superbike ?
- MNC file :
With its 217.6 hp and its MotoGP fins, the new Honda collects superlatives: in standard configuration, it is the most powerful and the most expensive of the 1000 cc sports cars, European and Japanese combined. Its "SP" version tested here drives the point home with its Brembo Stylema calipers, second-generation Ohlins electronic suspensions and excellent double-acting shifter. Caviar for trackers !
A simple glance at its compact silhouette and tilted on the front is enough to capture its "Racing" connections, its widened half-handlebars and fixed at ground level to its short shell where fine LED lights sparkle nicely. Ducati Panigale style. Its 200 mm tire (190 in 2019) and its swingarm extended by 30.5 mm also indicate the arrangements necessary to absorb its additional 25.6 hp (details in) !
An "R", like Ramdam
Excitement, curiosity and nervousness follow one another under the helmet when it comes to taking possession of this CBR1000RR-R SP. We’re not going to lie to each other: 218 hp – 11 more than the S1000RR – that’s impressive! Just like the 26,099 euros to return to Honda in case a bad curve turns it into a cube…
And to cut short any doubts about its real power, know that 218.3 hp were measured at the crankshaft on a power bench by the dealer (51) on his "quadruple R" barely running in (1500 km)! Video and details are available on the, which the Journal Moto du Net warmly thanks for its warm welcome.
Sitting at the controls of this mechanical fury, MNC wipes a drop of sweat: part of the brain goes on alert when faced with this stick of dynamite ready to pulverize our senses… but the other pawns impatiently to light the fuse! It’s not so often that a Honda motorcycle causes so much excitement when stationary: sportswomen definitely have a special aura. !
The hoarse sound with metallic accents that escapes from the Akrapovic titanium silencer announces the color: the CBR1000RR-R growls threateningly in slow motion, Rottweiler style of 60 kg. The 4-cylinder blows divinely well in its splendid Slovenian "flute", accentuating this exciting immersion in the world of competition..
Only problem: the bike is a bit noisy when the exhaust valve opens, shortly after 3500 rpm in sixth at 90 km / h (between 5000 and 6000 rpm on intermediate gears). Honda got a little carried away on this one: the sound volume gives the impression of doubling, while the air intake produces its muffled hum !
This spectacular "release" of decibels evokes its Italian rivals – Ducati Panigale V4 and Aprilia RSV4 1100 -, on which this new CBR openly eyes with its exclusive bias and its sumptuous fittings. But if this powerful soundtrack is enjoyable for the pilot, it is less so for the neighbors and – paradoxically – for the speed tracks …
The owner of (02) – where MNC took the Fireblade to stretch the titanium connecting rods – confirmed it to us: the CBR1000RR-R measured by him exceed the limit of 95 decibels. Participants in Honda were refused access to its track, or punctually granted on condition that they did not accelerate fully in the straight line! Real nonsense with a strictly original motorcycle…
"Some will buy an adaptable exhaust to reduce the sound intensity, while others have adapted a removable baffle on the exhaust", informs us Érik Guittard, moreover – good – endurance driver in the Stocksport category with his CMT Racing team.
Ironic considering the number of times Honda has been criticized for the timid sound of its motorcycles, often frustrating for its sporty and / or character models. The CBR1000RR-R takes the opposite of this approach – too – reasonable on the acoustic level: the Tokyo giant is revered, and you can hear it !
An "R", like Radicale
This about-face also translates into an uncompromising stance: the old Fireblade launched in 2017 seems almost comfortable in comparison. The menu served by the new CBR1000RR-R is of the complete kind: fricassee of wrists as a starter, followed by a mash of lumbars and knees in a sauce for the dessert. !
In MNC tester’s memory, never has a Honda series motorcycle pushed ergonomic constraints so far: the Fireblade is painfully tilted forward, while its footrests are so far back and high that one fears for a moment that the heels touch her buttocks! Radical? The word is weak !
- MNC test : CBR1000RR SP 2017, neither gross nor submitted
A little heavier (+ 5 kg, or 201 kg) and long than the previous one (1,455 wheelbase against 1,404 mm), the novelty is less small in the thighs. However, its handling does not require any particular instructions for use … except to disregard its position as a racing motorcycle !
Agile, the bike is positioned to the millimeter thanks to its responsive and steering front axle: on the road as on the track, the CBR1000RR-R quickly negotiates every turn. The Honda nevertheless seems a hint less alert than a Yamaha R1 or an Aprilia RSV4 in very slow portions, also the fault of its overall stiffness radically revised upwards..
The Fireblade actually falls into this category of hyper rigid motorcycles, able to turn in one block and to take the heaviest loads without batting an eyelid. This does not mean that the previous one had a marshmallow frame, far from it: it presented on the contrary a successful compromise between rigor and flexibility, thus avoiding too sharp reactions on a little bumpy roads..
But the perimeter aluminum frame of the 2020 model which succeeds it no longer has to bother with these compromises: the degree of rigidity climbs several notches – in torsion, in particular – to match the cause of pure performance on smooth asphalt. of a circuit.
The calibration of its electronically controlled suspensions (with automatic management or manual setting) is in tune: preload and hydraulics remain firm for sporty support, regardless of the mode engaged. The more the kilometers go by, the more MNC has the feeling of driving a European sports car: the CBR1000RR-R has become demanding, even physical when the pace picks up..
An "R", like Racing
In return, its level has risen considerably: its front axle is a marvel of precision, opening a direct connection between the front tire and the brain. As if insensitive to mass transfers, the Honda negotiates with subtle finesse the delicate phase between the end of braking and the start of registration in the curve..
The perfectly calibrated work of its damping – dry, but progressive – is a weighty ally at this precise moment: the Fireblade remains riveted on its trajectory without parasitic movement, and continues to slice in the asphalt with the virtuosity of a surgeon on the block while the right hand quickly switches from the brake lever to the throttle.
And yet these two commands deliver a truly astounding amount of energy! Brembo Stylema radial calipers ("7%" lighter and 100% sexier than the standard CBR Tokico!) Could stop a freight train, but their colossal power is handled with absolute mastery. As a bonus, the angle-sensitive ABS takes care of the grain in a completely transparent way, including on the track.
However, beware of the particularly "biting" character of these Italian clamps – especially on the road – which also show no sign of weakness during repetitions of strong braking on the circuit. Beautiful and good, which is also accompanied by a rear brake easy to dose and sufficiently powerful to correct a trajectory. A faultless !
But if the power of its braking impresses, that delivered by its engine leaves you downright stunned: the capacities of the 4-cylinder 999.7 cc definitely seal the entry into a new "R" of this devil of "CB-4R" !
An R, like Rhaa, what is she pulling long !
Flexible, the "4-legged" goes down to 1800 rpm in sixth at 50 km / h without a hiccup. This elasticity common with this architecture is well served by the smooth and precise electronic throttle control: Honda has made great progress compared to the previous generation, which is quite rough on the go-around..
With its ultra-short stroke, this "super-super-square" engine presents inertia reduced to its simplest expression: the tachometer panics at the slightest gas stroke! The mechanics "meow" greedily towards the red zone located at 15,000 rpm, or only 500 rpm after having delivered its maximum output: you said "high up", the potato ?!
On the other hand, the block is not very expressive in the low revs, logical counterpart of its extreme ribs (81 mm x 48.5 mm). Its times are laborious under 4000 rev / min and not very demonstrative up to 6000 rev / min with regard to its displacement. Unfortunate on the road, but also on the track: the pin outs suffer, in addition to requiring the first report. Fortunately the shifter is exceptional for pleasure, both on the way up and down. !
This lack of vigor is not only due to its "sharp" mechanics: the CBR1000RR-R also suffers – especially? – an exaggeratedly long transmission which puts a strain on its reminders. The first takes 180 km / h, the second rupts at 237 km / h, the third at 278 km / h and the fourth blocks the digital counter at 299 km / h … while the tachometer is still climbing !
Funny on German highways, but perfectly useless on the road as on the track: with such a gearbox, the Honda would in theory be able to exceed 400 km / h in sixth! Suffice to say that the gears of the last report will rarely be worn on this bike….
Why ? To meet noise standards, according to Honda: the longer the motorcycle pulls, the less its engine will run at measurement speeds, the fewer decibels it will produce. "It’s inevitable with a motorcycle that takes so many turns", explains the French subsidiary, aware of this phenomenon and of these constraints..
Technical choice questionable in our eyes, because its noise level certainly meets international standards, but comes up against the criteria imposed on French circuits. More annoying: the CBR1000RR-R really suffers a lot, with only exploitation at high speeds. The double penalty, in short …
An R, for Mechanical Rage
In the towers, precisely, the surge of power partly makes you forget this frustrating lethargy at intermediate speeds: the acceleration between 8,000 and 15,000 rpm is absolutely phenomenal and of unprecedented violence on previous generations of Fireblade !
This volcanic surge is amplified by the bewitching cavernous sound, while the benchmarks begin to scroll in an accelerated manner! The arms stretch out, the eyes sink into the sockets, parts of the anatomy shrink: the CBR1000RR-R is not powerful, it is monstrous !
Rarely has MNC felt such an expression of mechanical violence – as if the power redoubled with each graduation of the tachometer – except on the explosive first generations of BMW S1000RRs and supercharged Kawasaki H2s. Here again, the desire to mark the spirits and the competition is obvious: "Below 215 hp, we did not take it out", proudly confides Honda France. !
So much power requires advanced electronics: Honda is also making a real leap forward in this area, with a range of aids that are much less intrusive than on the previous model. All effectively overseen by an inertial unit on six axes, the Kamasutra of the motorcycle: the IMU excels in all positions. !
Traction control and anti-wheeling intervene in a particularly considerate and discreet way, without giving the feeling of cutting the effort in the middle of a curve. The traction – excellent at the origin – is particularly well managed by the electronics, despite the violent blows of the cavalry. The control of the loss of grip is so fine and progressive that it almost feels like good !
This electronic safety net encourages the use and abuse of this exceptional mechanism, whose infernal extension and devastating punch command respect. MNC invites its readers who tend to generalize the lack of character of Honda motorcycles to quickly try the new Fireblade !
Verdict: an R as a reconquest !
Honda sends any form of compromise on its new generation of superbike waltz: finished the subtle balance between maximum power and minimum weight associated with the Fireblade saga since 1992. Heckled for ten years in competition, the winged crest makes a cross on its historical philosophy of "Total control" to come back – and win – in the race.
The strategy makes sense insofar as the more hypersports are performing originally, the better the working base in World Superbike. It’s not for nothing that Ducati has launched its extraordinary Panigale V4 R with 221 hp at 39,900 euros: the line between production and racing bikes has rarely been so fine. !
The competition being the laboratory for manufacturers, it is difficult to blame them for pushing the limits on their technological showcase. After all, sports motorcycles are basically designed to get a stopwatch, not to get bread: Honda only applies this efficient concept to the letter, victory at the last 24H of Le Mans..
MNC, however, cannot help but notice that the more sports motorcycles become radicalized, the less they sell … Admittedly, road repression plays an obvious role in this continued disaffection with hypersports, but isn’t there not also a link to make with their increasingly exclusive and elitist positioning ?
The CBR1000RR-R SP is the perfect example: its extreme position and rigid part-cycle demand an athletic’s physical condition. But not everyone is Marc Marquez! Was it not possible to install height-adjustable footrests to soften its ergonomics, as on the old GSX-R1000 and late KTM RC8? ?
A suspension mode more suited to the "road" – understand: more comfortable – would have been appreciated, without affecting performance: versatility is, precisely, one of the interests of these new electronically calibrated damping systems. Why deny it ?
Not to mention its sharp, sporty 600 cc character: at the top, nothing at the bottom! Admittedly the Fireblade is much meaner than a Supersport in the towers, but this explosiveness makes it difficult to exploit. On the road, as on the track: rarely has MNC used the first one so much, which is not the most obvious on technical circuits. And even less at the exit of a tight roundabout …
The most inaccessible princesses bring happiness to only a few kings
The CBR1000RR-R pays the price here for the technical choices aplicated by Honda: if its 4-cylinder "hit up to the eyes" shakes up all references, its relatively conventional design explains its two-stage efficiency, with a strongly shifted power curve. to the top.
No variable valve timing as on the BMW S1000RR and Suzuki GSX-R1000, or asynchronous timing as on the Yamaha R1: so many technological subtleties that allow its rivals to offer more consistent relaunches, with the benefits of road and road feel. efficiency on the track.
Another neglected mechanical track: the V-shaped architecture, both noble and particularly expressive at all speeds. The Ducati Panigale and Aprilia RSV4 exploit it brilliantly… as well as the MotoGP RCV! Honda, which has a long tradition of the V4, had everything to gain by adopting it on its CBR to strengthen the link with the competition…
Last detail, and not the least: the CBR1000RR-R SP takes 3600 euros compared to the previous one, despite the abandonment of its titanium tank. At 26,099 euros, the Honda becomes a hell of a tool for a factory rider … but a less and less realistic fantasy for the biker at the factory, in need of "muscular" road trips !
"A sports car is not made for the road!", We will be objected. Except that ultimately, who buys this type of motorcycle and what to do with it? "Ordinary" bikers who often use it for mixed use: the first buyer of a CBR100RR-R SP from the Honda Reims dealership intends to use it mainly on the road and sometimes on the track, also in relation to the cost of the breakage in case of excess !
The most inaccessible princesses are the happiness of only a few kings: the future will tell if this formula is really appropriate for a generalist manufacturer like Honda…
- Continuation of our test CBR1000RR-R SP with our photos captioned in
Related articles
-
Honda CBR1000RR- R SP test: the new 2020 Fireblade sends R ! But what the devil means this fourth R added to the surname of the hypersport Honda…
-
Honda CBR1000RR / SP 2017 test: neither gross nor submitted ! Forget the old CBR1000RR lacking in performance and technology: Honda celebrates 25 years…
-
Sporty – The new 2020 Honda CBR1000RR-R Fireblade adopts a 218 hp 4-legged and aileron! – Used HONDA
The new 2020 Honda CBR1000RR-R Fireblade adopts a 218 hp 4-legged and aileron ! M NC had predicted it: the new Honda Fireblade does not inherit a V4 but…
-
Africa Twin Adventure Sports 2020 trial: more accessible but less affordable The new Africa Twin Adventure Sports loses 50mm of saddle height and 5kg,…
-
2012 Honda CBR1000RR Review: The Twenties Crisis… Unchanged since 2008, the Honda CBR1000RR should have evolved significantly to meet the competition….
-
2012 Honda CBR1000RR Review: The Twenties Crisis… Unchanged since 2008, the Honda CBR1000RR should have evolved significantly to meet the competition….
-
Honda CBR1000RR / SP 2017 test: neither gross nor submitted ! Forget the old CBR1000RR lacking in performance and technology: Honda celebrates 25 years…
-
Sporty – MNC video test of the Honda CBR1000RR-R SP – Used HONDA
Honda CBR1000RR-R SP MNC video test Le Journal moto du Net puts you at the controls of the new Honda CBR1000RR-R SP, the most powerful and the most…
-
2020 Honda CRF1100L Africa Twin review: just the excess ? Chase the natural, he returns to motorcycles: Honda is in turn moving towards the maxi-trail…
-
2019 CBR650R review: the new Honda has no shortage of R ! The Honda CBR650F, launched in 2014, gave way five years later to the 2019 CBR650R with more…