The wait is finally over. Say hello to the 2017 Honda CBR1000RR SP and CBR1000RR SP2.
It was rumored there would be multiple trim levels but now we’ve learned that there is (so far, we still believe a base model is coming) the SP and the racing homologation special, SP2. Motorcyclist Online is stating the SP2 will only be available to racers. This is unfortunate because where Yamaha made the R1M available to everyone, albeit in more limited quantities, Honda is going with the more exclusive route. Needless to say, this is very annoyingly Honda. They have the capability to make just as many SP2’s as R1M’s yet decide to exclude people willingly. My rant about Honda’s strategies are nothing new and apparently still apropos.
Notable upgrades over the previous CBR1000RR are the weight savings of up to 15kg, 10hp bump, up and down quick shifter, bosch IMU, rider modes and my favorite a color TFT dash. Of note is the use of titanium for the gas tank and the use of magnesium all around. See official list below.
I think we can all breath a sigh of relief now that things are official. Asphalt and Rubber did an analysis on what changed versus the old model that we could see from the spy shots. Of course everything at that time was purely conjecture. We’re glad A&R was wrong on this one (sorry guys if you’re reading this!) because we’re seriously looking at purchasing one for the CircuitxBreaker garage.
The pressure for Honda to deliver a competitive offering was huge. There were motorsport benchmarks that had to be met for WSBK, MotoAmerica, Isle of Man, British SuperBike, and the FIM Endurance racing series just to name a few. Not to mention the general public has been waiting four years too long to get our gloved hands on a revamped bike. Judging by the metrics at CircuitxBreakers, a revamp was long overdue. Any rumor or teaser about the new CBR1000RR garnered 50% more views and clicks than any other brand. Luckily Honda knocked it out of the park with these subtle but cumulatively large changes. It will be exciting to see these models pitted against their euro and Japanese cohorts via Youtube in the next few months. Will coming this late into the game help Honda?
Look for the 2017 CBR1000RR SP and CBR1000RR SP2 in dealerships in Q2 2017.
2017 Honda CB1000RR SP Features and Benefits
First introduced overseas in 1992 (and in the U.S. shortly thereafter), Honda’s largest CBR has continuously reset expectations of what an open-class sport bike should be, with a holistic “Total Control” design approach that focuses on cornering, acceleration and braking. That practice is taken to the next level with the 25th anniversary CBR1000RR SP, which has a 14% better power-to-weight ratio thanks to a weight reduction of 33 lbs. and 10 horsepower increase. Fully loaded with a cutting-edge electronics package, the CBR1000RR SP is underpinned by the “Next Stage Total Control” concept, with nimble handling and amazing acceleration.
- Valve lift and timing have been optimized for higher engine speeds, with the maximum raised from 12,250 to 13,000 rpm.
- Thickness of different areas of pistons optimized, retaining same weight while increasing compression ratio from 12.3:1 to 13.0:1.
- Piston rings have Diamond Like Carbon (DLC) coating that improves sealing property.
- A new air-intake duct and air box with reduce air resistance, with a throttle-body bore that is up 2mm to 48mm. Fuel-discharge pressure is up 14%, promoting fuel atomization and raising combustion efficiency, while throttle response is improved by intake funnels with a slash-cut design.
- Magnesium construction of the oil pan and ignition cover contribute to a 4.4 lb. reduction in engine weight.
- Assist force in the slipper clutch has been increased, resulting in a 17% lower clutch-spring load. Die-cast aluminum assist cams (transmitting & receiving) reduce weight, while optimized clearance between the cams improve clutch-lever feel.
- The new, titanium muffler is 6.17 lbs. lighter, improving concentration of mass. Its double pipe structure enables more effective utilization of the expansion chamber, while the variable exhaust valve achieves an improved sound and good power delivery across the rpm range.
- Derived from the RC213V-S, the nine-level Honda Selectable Torque Control (HSTC) measures front and rear wheel speeds and body roll angle, and also uses attitude-detection technology developed for ASIMO.
- Wheelie behavior is electronically mitigated during acceleration; based on wheel speeds, the ECU decreases the throttle-valve opening to reduce torque.
- The slip rate of the rear wheel is restrained during cornering and acceleration; torque is controlled based on vehicle roll angle, such as when turning, contributing to a sense of security during the riding experience.
- The rider can choose how strongly the engine brake is applied when the throttle is closed during deceleration; three levels of adjustability are available, depending on rider preference.
- A quick shifter allows shifting up or down without use of the throttle or clutch; the driving load on gears is reduced during shifting, simplifying the rider’s shifting process on the track, on winding roads or in traffic. For both upshifting and downshifting, feel can be adjusted between three levels.
- Adapted from the RC213V-S, the throttle-by-wire system (a first on a straight-four Honda) features a built-in Accelerator Position Sensor and improves response and rideability.
- A first on a Honda, the full-color thin-film-transistor liquid crystal meter features Street, Circuit and Mechanic displays and is designed to be less intrusive for the rider.
- On the fly, the rider can choose from three riding modes, each of which offers a preselected combination of power level, HSTC, engine braking and suspension. Two additional “user” settings allow custom combinations of settings.
- The lithium-ion battery is one-half the weight of the previous, lead-acid battery. Service life is improved, and the central mounting location helps improve mass centralization.
- Portions of frame walls have been thinned down to reduce weight by 300 grams while maintaining appropriate flexibility.
- Redesigned die-cast aluminum subframe is 600 grams lighter.
- Swingarm section thicknesses have been adjusted resulting in weight reduction of 300 grams lighter and an increase in torsional rigidity.
- Wheels have five Y-spokes instead of six for improved aerodynamic stability, while thickness has been reduced to cut weight by approximately 100 grams.
- Radiator has a new high-density core that achieves same level of heat dissipation while reducing width by 30mm and weight by approximately 100 grams overall.
- Minimalist, aggressive, aerodynamic design reduces widths at front of fairings; top fairing is 24mm narrow and middle fairing is 18mm narrower.
- World’s first titanium fuel tank for a mass-production road bike is manufactured using ultra-deep drawing process; weight is reduced by 2.87 lbs., improved concentration of mass, and knee-grip area is 30mm narrower.
- A first for a Honda production motorcycle, the CBR1000RR SP has semi-active Öhlins Electronic Control (EC) suspension, with 43mm NIX 30 EC fork and a TTX 36 EC shock. Settings are optimized electronically to suit the conditions.
- The anti-lock braking system (ABS) features rear-lift control (RLC), for smooth, effective braking on corner entry; braking force is controlled according to lean angle, and hard trail braking is allowed.
- Meets current CARB and EPA standards.
- Models sold in California meet current CARB standards and may differ slightly due to emissions equipment.