2021 Honda CBR1000RR-R SP Fireblade SP Review | First Ride

Honda jump-started what would become the liter-size superbike class with its original ’92 CBR900RR sportbike. But Big Red hasn’t been quick to evolve into today’s modern superbike category. Defined by punched-out and high-revving big-bore, short-stroke engines paired with high-end and exceptionally refined electronic packages, Honda finally joins this segment with its 2021 CBR1000RR-R Fireblade SP ($28,500).

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Tucked in behind the windscreen, you’ll find the Fireblade has a more accommodating cockpit, appreciated by taller riders. It reverses the increasingly compact engineering trend instituted in the 2017-generation CBR1000RR. The front fairing is more substantial and the fuel tank cover is lower. The clip-ons are wider and offer a flatter position. These changes net a more comfortable cabin to work from at triple-digit speeds.

Rowing through the electronic quickshifter-equipped (bidirectional) six-speed gearbox reveals a faster and higher-revving powerband—finally on par with the rest of the competition in the segment.

Big Red adopted more radical production superbike engine technology, but in the Honda way. Everything from the volume of the cavity between the throttle bodies and intake valve seats, to the removal of the relocation of the traditional key/ignition mount was engineered to maximize mechanical efficiency of the powertrain. Winglets weren’t simply slapped onto the side fairings, but integrated not only to add downforce at speed, but to complement aerodynamic efficiency, without disrupting handling at lean. On a side note, Honda says the RR-R is the most slippery liter-and-above-sized superbike made today.

With the throttle pinned, the substantially more oversquare 999cc inline-four (5mm larger cylinder bore versus the 2008-2017 model) sounds eerily similar to the Bavarian brand’s liter-class superbike. Redline increases from 13,200 to 14,500 rpm, and Honda says its I4 is good for 186 hp at 12,000 rpm. However our butt dyno read 173 ponies at the rear 200-series Pirelli Diablo Supercorsa SP V3 tire.

A 5-inch color display keeps tabs on machine settings, including adjustable engine power, brake, and traction and wheelie control. However the dash panel could be larger. Honda’s switch gear and menu navigation continues to be more complicated than it needs to but it isn’t as clunky as the overhauled CRF1100 Africa Twin (read the reviews in the “2020 Honda Africa Twin Adventure Sport ES DCT Review” and “2020 Honda Africa Twin Adventure Sport ES DCT MC Commute Review”).

We’re happy to report Honda’s ride-by-wire throttle is much improved from its ill-performing first iteration, however it would have been nice if throttle response could be selected independently from engine power modes.

Although longer and lower, the 443-pound Fireblade continues to impress with its athletic handling. Despite wheelbase stretching, we’re amazed how sharp steering is. The semi-active Öhlins suspension components provide adequate damping and chassis pitch resistance, even around an extremely undulating circuit, like northern California’s Thunderhill Raceway.

We were impressed with the damping calibration of the suspension in the automatic setting with it able to modify action more accurately based on terrain and rider control input than other setups we’ve ridden on recently. Of course, riders can also select fixed damping settings via the dash panel.

The ’17 CBR’s front brakes were some of the worst we’ve sampled on a liter-class sportbike. The larger triple-disc hydraulic brakes are more consistent-feeling, but do have a small degree of initial lever dead zone/movement, i.e., the brake lever moves in a bit then remains at that position during fast-paced track riding. For the first time ever, Honda employs a Brembo-sourced radial master cylinder which is another nice touch.

The 2021 CBR1000RR-R is a bespoke superbike like we’ve never seen from Big Red. It finally bridges the gap between the old-school and new-school superbike worlds. Only time will tell if the Triple-R has what it takes to trounce the competition in this red-hot segment, but we’re pleased that Honda’s officially back in the race.

Photography: Drew Ruiz

Video: Jordan Powell

Edit: Bert Beltran

[saltyprocrastinator]

Great overview Adam, without bogging down too much on the technical details, and hitting the important highlights.

[courtneymcgowan]

Yamaha: R1M
Aprilla: RSV4 Factory
Ducati: V4S
Honda: FIREBLADE SP SUPER SPECIAL EDITION TYPE R

[andreasx]

Every "R" makes it more expensive ;-)

[JSway-fpmj]

Imagine how fast it would be if they added a fourth R! 🤗

[LS-ohkv]

Everyone: please stop adding r’s to your name
Honda: haha name go

[danielprivate]

Honda has never been my brand, but they do build undeniably superb sport bikes.

[tpnbrzb]

you know what's better than a CBR triple R?
A CBR quadruple R.

[lvcsslacker]

I'm convinced you didn't have pants on the entire review. :p

not a bad video at all.

[ronniejaye]

I bought a 2000 fireblade 929 when it first came out and man, it loved to rev. It almost begged to be abused and always had more than I had balls lol

[mamba.]

at least some journalist is finally calling it the triple R

[thetemplar]

The immediate look of the CBR reminds me of the awe the 1985 Honda VF1000R brought to the table and commanded. It was the bike people saw and immediately desired (I know, I was one of those High Schoolers drooling over it), who now has two of them. Absolute beauty and I will add one to the stable no doubt. Great review and look forward to seeing these on the road (and track). Be safe and keep her sunny side up! 🤙

[afidarkside]

I was hoping you’d keep it real and wear the tank top in the action shots

[KenjiMapes]

Great review. There has never been a better time to buy, own & ride bikes. There are so many classes, styles, and overlap between types. I have always been a Honda and Yamaha guy. I just appreciate their pedigree, consistency, and innovation. All of the top companies have their strengths and have owned almost every brand but again, usually go back to Honda or Yamaha. It’s nice to see Honda do right by the Fireblade. Unlike other segment where mergers and acquisitions usually destroys the playing field, the motorcycle segment has remained relatively unchanged. In cell phones its Verizon, T-Mobile & At&T. For computer CPUs there is only AMD and Intel. When that happens, competition is destroyed and innovation stifles. Luckily the motorcycle segment has actually grown as companies like BMW have expanded. The only bad part is that there is so much choice. We all wish we could have 10 bikes. I could probably pick more from the ones I really like. It’s a good problem to have. Thanks again for the review.

[hamishk]

Bike is so beautiful too. Haven’t wanted a sports bike in quite long, this changed that.

[AudreyH]

Really like your review of the bike, very honest and straight up. One suggestion is add a solid minute clip of nothing but the sounds. I was hoping to hear more of that screamer. Maybe drop that at the beginning or at the end I would say.

[coachenine]

Honda reminds us every few years. They know how to build motorcycles

[raphinugraha]

Masterpiece bike from masterpiece engineering

[davidfalgout]

As always Adam, you are the preferred reviewer! GOOD JOB!

[timdumler]

love your honesty and humility, wish i coulda seen in this video the part where you power wheelie it.

[stephenchristian]

Darn this BY FAR the best review i have seen & i watched 9