Menus

• Prettified, smoothed and lifted
• New seating position fits the purpose
• Even the most sociable blade can throw off badly
• Why does the Honda Fireblade SP cost 18,290 euros?
• Technical data Fireblade SP
• HP conclusion

Clippers

30th photos

Jahn

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

Jahn

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

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The new Honda CBR 1000 RR Fireblade in the horsepower performance test.

Honda Fireblade SP in the PS performance test

Prettified, smoothed and lifted

Content of

The Honda Fireblade SP is the first special edition of the superbike since it was forged. The PS performance tester takes her to his chest and ironed the creases out of her costume. Where is the Fireblade today?

Ncatch me Rod! That is short and sweet and everyone can remember. You don’t have to know more, it’s about motorcycles, not about intimate insights into the life of a high-speed maniac. Just this much: I can really ride my motorcycle. Most would say I was damn quick. In any case, my lap times show me as a connoisseur, I achieved a certain prominence and that’s how I got this job – done.

Buy complete article

Honda Fireblade SP in the PS performance test
Prettified, smoothed and lifted

The performance test

In the future I am supposed to do the “performance test” for PS. We have agreed that this is not about scoring points. There are others for that. We wanted something that no motorcycle magazine does, maybe a bit extreme, but that fits PS. In this series of tests, I sit down on whatever bike the editorial team puts in front of me and whip it around the racetrack. Whatever comes to mind about the bike, I’ll say freely – period! We provide technical data and everything you need to know – including tips on chassis setup. The rest is my mind, the motorcycle and the laps at the limit. The fact that I have every freedom to take the material seriously and to judge bluntly will be fun for me and you and give you deep insights into the pros and cons of the test machine. Then off to the first horsepower performance test!

A Honda CBR 1000 RR Fireblade to kick off. Not bad. It is considered an all-rounder, and is still a very popular iron. I’ve already ridden series blades on training laps and racing conversions myself. The “new one” is actually a SC59 from 2008, which has only been slightly revised several times. A ripe thing, just a few Botox treatments and one or two surgical corrections later – prettied, smoothed and lifted.

Honda did the same for 2014. But for the first time seriously thought of racers – at least with the Honda Fireblade SP: The pillion seat has disappeared. There is also an Ohlins chassis, plus Brembo brakes. For Honda, who normally only went on a shopping spree with Japanese suppliers with their series athletes, a great novelty! Anyone who previously wanted to turn the Fireblade into a racing motorcycle knew immediately what to rip out and buy from an accessory store. Now imagine: Instead of the unusable flat screen, the Honda Fireblade SP also has a racing screen. Since I can no longer hold on to myself.

Super athlete

Honda CBR 1000 RR Fireblade SP in the driving report

Refinement and Precision

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Honda CBR 900 RR Fireblade review

Urgent printed matter

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Super athlete

Technology 20 years of progress in motorcycle construction

20 years of Fireblade: Part 1

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New seating position fits the purpose

Tock! The passage is in, that much is certain. Starting cold, the in-line quad, which has been revised on the cylinder head and equipped with a newly tuned exhaust system, turns 2000 rpm. The tooth flanks are happy when engaging first gear. The clutch lever of the Honda Firblade SP does not require a vice, the left hand is sufficient. As a racer you are of course amazed at how peacefully a serial athlete pulls out of the box. Is definitely too good for me. For the necessary aggressiveness, only racing coo is good. But if you use it on the road, you will surely find friends at home more easily. 

Jahn, Markus

The Honda Fireblade SP on the slopes.

This neighborhood help drops the Honda Fireblade SP as soon as you get close to five on the tachometer. Suddenly the sound becomes more aggressive, and the four-cylinder increases in performance. This is where the changes to the exhaust system and the electronic control of the storage flap are noticeable. This is where the range of uses on the racetrack usually begins, where every extra kick is of course more than welcome. But when I imagine that people are using it on narrow streets – they should keep an eye on the 5000-tour limit. But that’s not my problem: Anyone who turns so low on the racetrack is doing something wrong!

I slip deeper and deeper into the Honda. The new seating position with the better cranked handlebars and the notches that have been moved to the rear fit the purpose, which is very sporty. However, the Honda Fireblade SP still has too harsh response when pulling the gas up in deep lean angles. It’s annoying because it introduces too much unrest into the bike. Nobody needs that at the limit. For a real racetrack weapon, the hard use of gas would be a case for the tuner. You don’t notice anything about the supposedly finely balanced pistons and connecting rods of the SP. In any case, there are clearly noticeable vibrations in the upper speed range, which is actually intended to prevent such measures.

You can feel the real 180 PS positively. They make tremendous progress, even without ride-by-wire and traction control. Press nicely, lift the front wheel at the exit of the curve and permanently rub the rear skin into the asphalt. The Botox injections for 2014 have an effect: full torque, clean punch in all positions. As has been the case for years, this Honda CBR 1000 RR Fireblade has this inimitable sofa feeling. Even with a very aggressive gait, you simply feel right at home. It’s never bitchy. One reason why Honda is so sure of its cause and completely dispenses with electronic assistance systems?

Naked bike

Ducati Monster 1200 S in the PS performance test

Handy and cornering stable with the right tires

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Super athlete

MV Agusta F3 800 in the PS performance test

Trident, bloodlust, shrunken leather

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Even the most sociable blade can throw off badly

As great and predictable as the Honda Fireblade SP feels at the limit in the right hands, even the most sociable blade can throw you off badly. Another assumption: there is a lack of belief in the supersport market. What is it ultimately? No idea. I don’t want to get involved in regular discussions about the sense and nonsense of electronic helpers. But I have noticed that the SP works well, even if it is on a rear tire with an antiquated 50 mm cross-section. That she is lightning fast, although she has no helpers.

The stiffer SP chassis with the forged fork bridge is a step forward. I have never remembered a series blade that confidently. It tolerates hard, late anchoring. The level of grip with a properly tuned shock absorber seems to me to be pretty high, which you can be happy about if there is no TC. The Ohlins damper ensures a quiet rear end, even under a lot of pressure.

Why does the Honda Fireblade SP cost 18,290 euros?

The brembos of the Honda Fireblade SP bite heartily, I could not find any serious advantages over the standard Tokico stoppers. Of course, neither is the highest level of racing. The C-ABS, which is now much more sporty, works very well. Incidentally, also with a 55 mm rear tire, I’ve tried that. On the racetrack, it not only provides better rear feedback, but also more grip and durability. Only on the brakes does the rear end light up faster with the tire.

Let’s ask ourselves a fundamental question: Where does the impressive price of 18,290 euros for the Honda Fireblade SP come from? Does the Ohlins chassis really cost that much more to buy? Can Brembo weigh the brake calipers in gold while Tokico is giving away his for the standard model (15,190 euros)? Or does a mono hump cost so much more? Similar tuning measures on the engine have not caused such price jumps in the past. Really expensive toys like traction control, launch or wheelie control are not found on the Honda Fireblade SP, neither are light forged wheels or carbon fiber. But that’s just thinking out loud. As a superbike in itself, the Fireblade is a dirty ol ‘babe – with an emphasis on dirty.

Technical data Fireblade SP

drive
Four-cylinder in-line engine, four valves / cylinder, 133 kW (181 hp) at 12,000 rpm *, 114 Nm at 10,500 rpm *, 1000 cm³, bore / stroke: 76.0 / 55.1 mm, compression ratio: 12.3 : 1.46 mm throttle valves, mechanically operated multi-disc oil bath slipper clutch, six-speed gearbox, G-Kat, chain
 

landing gear
Light alloy bridge frame, steering head angle: 66.7 degrees, caster: 96 mm, wheelbase: 1410 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 120/138 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, first tires: Pirelli Supercorsa SP, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, C-ABS.

Max. Rear wheel power
124 kW (169 PS) at 256 km / h

Acceleration**
0-100 km / h: 3.2 s; 0-150 km / h: 5.1 s;
0-200 km / h: 7.4 s   

Draft**
50-100 km / h: 5.3 s; 100–150 km / h: 4.0 s

Top speed *
293 km / h

Weight
212 kg with a full tank, v./h .: 52.2 / 47.8%,
Tank capacity: 17.7 liters

Setup fork
stat.neg. Spring travel: 35 mm, compression: 14 K open, rebound: 15 K open, level: standard

Setup shock absorber
stat.neg. Spring travel: 15 mm, compression: 20 K open, rebound: completely closed, level: standard

Base price
18,290 euros, test machine: 18,290 euros

all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks * manufacturer information ** PS measurement

HP conclusion

Jahn, Markus

Honda CBR 1000 RR Fireblade SP.

Old chickens, good soup – The saying perfectly symbolizes the current Honda Fireblade. The motorcycle is predictable, reliable – and down to earth. It is therefore conventionally mature without surprising or really offering anything new. The Fireblade is a damn good basis for a very fast racing motorcycle. The Honda CBR 1000 RR Fireblade SP even does a little more.

I am convinced that you can keep up with it out of the box at the top hobby level – assuming one or the other delicate measure, for example when equipping with brake pads and discs. The basic feeling on the motorcycle is great: you sit well, the handling has no real weaknesses, the grip level and traction are high. Errors like the hard throttle response can be dealt with with the right set-up. However, normal drivers have to live with it. At the very top, the Honda will have a hard time, as most of the competitors are simply further developing. And one thing stands in the way at the dealer counter: the price.

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