Honda CBR1000RR-R SP test: 217 horsepower and … 300 in 4th gear!

After years of backing off against its rivals during the various confrontations on the track, Honda decided that the Way of the Cross on its Fireblade had lasted long enough. For 2020, the winged coat of arms intends to regain the number 1 position on the hypersports market and has – finally – given itself the means to achieve its ambitions …

Honda has stuck with keeping an easy-to-use sports car on the road for a long time. Too long. An orientation which obviously took place at the expense of pure speed on the circuit and took the Fireblade to the bottom of the ranking when confronted with its adversaries engaged in a mad race for power and performance. But the Japanese have clearly declared that the party has lasted long enough and that it is time to return to the top of the hierarchy. And with a technical data of the most attractive – especially for the power -, the new CBR1000RR-R SP has all the weapons to succeed its bet.

First look: 4.5 / 5

Without taking big risks, the new Fireblade adopts a line in the era of time on the hypersport market with an aggressive and successful aesthetic which is not unlike the old CBR600RR. The fins arranged on the fairing are more discreet than on a Ducati Panigale V4 but also seem better integrated and add an additional “racing” touch. The perceived manufacturing quality is impeccable and we appreciate that the mirrors (which incorporate the LED indicators) and the rear flap are easily removable to switch to “track” mode. The Grand Prix red color is successful while black fans will be served. Note that the Smart Key system allows a keyless start, which made it possible to remove the neiman and make room for a frontal air intake of the same size as on the RC213V of MotoGP and which allows to insert it a whole forearm! The front side seems almost massive.

Life on board: 3.5 / 5

The Fireblade 2020 is ready to take on any foolhardy on board. In the saddle, perched at 830 mm, the position is much more sporty than on the previous generation. The handles and saddle are low, and we are tilted on the front resting on the wrists. Nothing unacceptable, however, in particular in track use for which it is intended; for road and everyday use, on the other hand… The position of the selector (with its shifter adjustable on 3 levels depending on whether one wishes to adopt a driving cast on the road or go hunting in chrono on the circuit) and the rest of the orders is completely natural. Finally, you can easily move on the saddle, a precious asset when jumping from one turn to another.

Engine: 4/5

With its 217 horsepower at 14,500 revolutions, the new block of the Fireblade is perhaps its greatest asset. It’s 25 horsepower more than the previous model and above all it’s the most powerful standard atmospheric engine on the market! And to reach this level, the Japanese engineers were inspired by the RC213V-S, its production MotoGP. No V4, however, but still a relatively “classic” inline 4-cylinder in its design and whose supercarred ribs are identical to the MotoGP. And as soon as you exit the pitlane, the noise emitted by the Fireblade leaves no doubt as to the machine that inspired it. A sound magnified by the Akrapovic full titanium line specially developed for the Honda and equipped with an exhaust valve which opens at the arrival of high revs.

The block appears hollow under the 8000 towers to then indulge in a real explosion of power as we climb in the towers. This character, race type, may not be the most suitable for the road, but the vocation of the CBR RR-R is no longer to go get bread; its destination is vibrators, more than ever. This small hollow prevents him, in our opinion, from counting on the maximum note of 5/5 …

The ramps up as fast as they are efficient and a spectacular ass kick, especially when approaching its breaker, placed at 15,000 laps! A non-linear character that contrasts sharply with previous generations. The power bench should have no trouble finding the 217 horsepower advertised, and switching to Euro5 was clearly not a problem. The original gear would however need to be modified for track use (by pulling shorter) since we take around 180 km / h in first and we can reach the 300 km / h in fourth !

Behavior: 4.5 / 5

With the superb track at Losail, Honda has chosen a playground capable of allowing its new star to express itself. And if the power is there, it is perfectly supported by a new frame and a new swingarm which have been the subject of special attention. Significant work was notably carried out on rigidity and geometry. The weight distribution and the center of gravity were also modified for a rather impressive result on the track. The 201 kg all full made are quickly forgotten and the RR-R is as easy to take as a 600 in angle changes with a precise front end and royal stability on the angle.

The curve exits are a treat with a motorbike that goes where the gaze turns to acceleration. In the long term, the Fireblade is still physically demanding. There is no mystery, the avalanche of canassons generates constraint and the latest sports productions require to be athletic if we want to align sessions of 20 minutes or more. We are in the presence of a radical machine, which has successfully combined rigidity, stability and maneuverability! Braking is free from any reproach on the SP version equipped with Brembo Stylema and 330 mm discs (as on the ex CBR 954 RR of 2002!). Note that our test was carried out in slick gums, even if the Pirelli Diablo Rosso Supercorsa SP of the original mount did not have a bad reputation when it came to the track, quite the contrary.

Equipment: 4.5 / 5

For 2020, Honda is also getting up to date on the electronic side. A Bosch 6-axis inertial unit adjusts an arsenal of assistance, all using the 5-inch TFT screen, which is full of information. 6 dials to choose from are available, and all parameters are adjustable via the commodo as long as you are an engineer or have spent some time taming the beast. 3 standard modes with predefined settings are available, but everything is fully customizable on many levels. This is the case of power, engine brake, anti-wheeling, traction control or even lauch control for starts in racing mode!

Even the steering damper is adjustable on 3 levels and controlled by the inertial unit! (unpublished, except error on our part) And with use, the differences are significant, in particular with regard to the response to the handle of gas or the modifications on the electronic suspensions Öhlins which allow even to act on the moment precise choice: braking, cornering or re-acceleration! The electronics of the Fireblade are there to take you as far as your level allows, safely and with as transparent a level of intervention as possible. A Japanese clock!

Conclusion

Passing the straight line of Losail a kilometer for a small stretch swallowed in a few seconds, this is the gamble succeeded by the new Honda missile. Clearly, the new blade of fire completely overturns the philosophy adopted by Honda until then … Previously usable in everyday life, nothing “versatile” between the road and the circuit, it has now become a formidable pistarde thirsty for lap times. This CBR1000RR-R SP thought for the track and almost that for the track is sure to return in the match, unless it has already agreed everyone …

The different versions:

The rivals:

3 questions to Bruno Skotnicki (Honda France)

Previously thought for the road, the new Fireblade was this time fully developed for the track. Why this change in philosophy?

This is a request from the various subsidiaries that sold the Fireblade. And there was a real desire to show the brand’s know-how, that Honda was also capable of making motorcycles like that. Motorcycles made for the track and not just for the road, although we did have a few circuit victories with the old one. There is a real desire to return to the hypersport race.

A 217 horsepower engine, a brand new chassis, advanced electronics, which area required the most work?

The electronics engineers had a lot of contact with the HRC, which helped with development. It is no coincidence that there is the HRC sticker on the machine. They also shared their information for the development of the engine, even if it remains a relatively classic block. Above all, it means achieving a symbiosis between engine power and the time-consuming chassis.

The engine of the Fireblade remains a 4-cylinder in line, but is largely inspired by the V4 of the RC213V-S …

The RC213V-S engine was used in particular with regard to the combustion chambers. On combustion efficiency, temperature dissipation and bore / stroke dimensions with a 81mm bore retained for quite some time on the RRS. And then we adopted the same anti-friction treatments, not to mention the titanium connecting rods… All of this allows us to have a simple engine, which takes a lot of turns quickly and with extension.

The price is clearly increasing, is this the price to pay for a hypersport of this level today?

For us it’s the right price. That of the development carried out, the quality of the machine, the efficiency too. The electronics are very well thought out, are not intrusive and allow smooth control, without noticing, of the 217 horsepower of the motorcycle. It is a result that takes a long time to achieve and comes at a price. The equipment that Öhlins offers with its electronic suspensions also has a cost. That’s all that makes the SP version at € 25,999.

What are the sales targets?

Over a full year, our targets are 500 to 600 motorcycles. The SP versions will arrive first in early March, while the standard versions will arrive in May. Both models will be offered in the Red Grand Prix and Black colors. In the first year, the two versions are expected to sell similarly while 75% of standard models are expected in the second year.