2023 Honda CBR1000RR-R FIREBLADE SP
The CBR1000RR-R Fireblade SP limited edition – The road is legal, but the path is ready. It offers a level of performance and subtlety you’ve probably never experienced — unless you’ve ridden a manufacturer. Available only to a handful of lucky riders.
And it still offers Honda’s famous CBR refinements, manufacturing quality, and ease of driving. Get ready to find out why a world champion like Marc Márquez rides red. And why you should do it too.
2023 Honda CBR1000RR-R FIREBLADE SP
All new bores and strokes (81mm x 48.5mm) are the same as the Honda RC213V Champion MotoGP Champion racing bikes, illustrating our experience with cylinder charging and combustion collected on the track.
CBR1000RR-R Fireblade SP uses a swinging arm follower’s finger. Its design reduces valve system inertia weight by about 75% compared to shim-and-bucket systems and contributes to a higher redline than the Fireblade SP.
The DLC (diamond-like carbon) layer reduces friction resistance on surfaces that shift towards ridges and tappet shim.
The CBR1000RR-R Fireblade SP cam drive uses a shorter chain than the previous design. A gear on the crank moves the intermediate gear/sprocket, which carries the ridge chain, thus shortening the overall chain rotation.
It would be best if you had a light piston to produce high rotation. To that end, the CBR1000RR-R Fireblade SP features pistons made of A2618 aluminum, the same material used on the RC213V. Each piston is now about 5% lighter than the CBR1000RR piston, although the bore is more significant.
Honda’s unique built-in bottom bypass cooling system delivers cooling water differently around the cylinder’s top and bottom. The top requires more cooling, while the bottom requires less. The technology eliminates hoses that are outside the cylinder block.
Cooling water coming out of the radiator flows into areas that need to be cooled more. As a result, the temperature difference in different locations in the cylinder hole becomes smaller, so the gap is not too distorted, thus reducing friction.
Usually, the motorcycle engine is turned on by turning the crankshaft, but for the CBR1000RR-R Fireblade SP, the starter works on the main clutch shaft. In addition to shortening the crankshaft, the main drive gear’s dual-use to transmit rotation from the starter motor makes a more compact layout possible.
The inbound valve’s angle is nine degrees super narrow (two degrees more unreasonable than the CBR1000RR). This change increases ventilation efficiency inside the inbound port by about two percent, contributing to higher power output.
The diameter of the CBR1000RR-R Fireblade SP throttle hole has been enlarged from 48 mm to 52 mm. The oval cross-section inside the throttle body streamlines the airflow from the butterfly throttle to the twin entry valves on the head to reduce the decrease in incoming air pressure.
The CBR1000RR-R Fireblade SP is equipped with a larger instrument screen and higher resolution than previous CBR models.
You can choose from a menu of screen settings options that displays the information you want in the format you prefer, with items such as engine temperature, driving mode, speedometer and tachometer, shifter settings, ABS level, gear position, remaining fuel, and more.
Cbr1000RR-R Fireblade SP uses titanium rods, and rod bolts are attached directly to the trunk body so that there are no separate fastening nuts. The design reduces weight by about 50% compared to steel rods, and the design is the same as the RC213V-S rod.
The CBR1000RR-R Fireblade SP throttle-by-wire system smoothes and improves throttle response, especially at critical initial throttle openings. Plus, adopting TBW makes it possible to integrate the CBR1000RR-R Fireblade SP driving mode system.
With Honda Selectable Torque Control (HSTC), we support you, but you’re in control. Here’s how it works: The system automatically adjusts engine power to optimize torque on the rear wheels, reducing rear-wheel slippage.
You get a choice of five power curves, ten levels of torque control, three levels of engine braking, and now three levels of wheelie control to choose from, making it easier than ever to get your bike onto the track.
Cbr1000RR-R Fireblade SP fast derailleur is a standard feature. It’s the perfect choice for track day riders and makes gear shifting faster than ever.
Eliminating traditional contact locks adds convenience and allows us to streamline the inbounds for better airflow. Plus, the triple top clamp looks like a real racing bike.
Cbr1000RR-R Fireblade SP uses an electronically controlled NPX fork manufactured by Öhlins. By adding a pressurized damping system to the NIX fork used by the previous CBR1000RR SP, cavitation inside the damper is minimized to stabilize damping forces further and improve impact absorption.
TWIN SPAR FRAMES
Cbr1000RR-R Fireblade SP uses a lightweight aluminum frame with a 2mm thick wall section. Vertical rigidity and torque have increased by 18% and 9%, respectively, and horizontal rigidity has decreased by 11% for better taste and performance.
The CBR1000RR-R Fireblade SP swing arm has been extended by 30.5 mm to increase traction on the track. The horizontal swinging arm’s rigidity is reduced by 15%, while the vertical rigidity remains the same.
Cbr1000RR-R Fireblade SP front brake disc is 330mm in diameter for improved braking force. The motor has a Brembo Style front caliper, while the rear caliper is the same as the Brembo used for the RC213V-S. Brembo provides even the brake master cylinder and front brake lever to offer comprehensive braking performance for Brembo riders.
Cbr1000RR-R Fireblade SP is equipped with winglets that effectively generate downforce at track speed. Three wings are installed in each of the rights and left channels to cope with the downforce.
Honda CBR1000RR-R FIREBLADE SP Design
The CBR1000RR-R Fireblade SP exhaust was developed in conjunction with Akrapovič. It is made of titanium to be lightweight, and its design also contributes to the motor’s mass centralization. Special valves in the exhaust help increase torque at lower turns and increase horsepower at higher turns.
COMPACT OVERALL CHASSIS
The cbr1000RR-R Fireblade SP wheelbase is only 57.3 inches for super-responsive handling, while the swingarm is 24.5 inches long. The midline crankshaft is further 33mm from the front axle and 16mm higher for better front/rear balance with onboard riders. The rake angle is 24 degrees, with a trace of 101.2mm.
The CBR1000RR-R Fireblade SP engine is shorter from front to back than the previous design, making the motor more compact and allowing our designers more flexibility in the engine’s placement in the chassis.
New 2023 Honda CBR1000RR-R FIREBLADE SP Price Starting From $28,500
2023 Honda CBR1000RR-R FIREBLADE SP SPECS
|999cc liquid-cooled inline-four engine with 13:1 compression|
|Bore And Stroke|
|81mm x 48.5mm|
|Programmed Dual Stage Fuel Injection (PGM-DSFI) with 52mm throttle bodies, Denso 12-hole injectors|
|Digital transistorized with electronic advance|
|DOHC; four valves per cylinder|
|#525 Chain; 16T/43T|
|43mm Öhlins NPX Smart-EC Front Fork with electronically-controlled preload,|
|compression and rebound adjustments; 4.3 inches of travel|
|Pro-link single shock; 5.6 inches of travel|
|Brembo Stylema front calipers with 330mm discs|
|Single-caliper 220mm disc|
|Rake (Caster Angle)|
|443 pounds (Includes all standard equipment, required fluids and full tank of fuel—ready to ride)|
|Miles Per Gallon|