2017 CBR1000RR SP2
Introducing The 2017 CBR1000RR SP2
The real differences between the CBR1000RR SP and CBR1000RR SP2 – and what gives the Fireblade SP2 the ultimate racing potential – is what lies inside the engine and in turn the modification options which give full play to an evolved race ready performance.
The CBR1000RR SP2 has exclusive gold Marchesini aluminium forged wheels to reduce front/rear wheel inertia by 18/9%. Marchesini and Honda achieved a high level of durability and reliability using a racing design, proven in the most extreme international motorcycle competitions.
Combining the design and production process of Marchesini with the know-how of Honda allowed dramatic improvement of the strength and weight balance of the wheels, in comparison with the general cast units.
The new electronic control system provides constant, selectable and fine-tuneable rider support. The 9-level Honda Selectable Torque Control system (HSTC)precisely manages rear wheel traction via the FI-ECU and Throttle By Wire (TBW). Wheelie Control works by detecting differences between front and rear wheel acceleration and adjusting the engine output by altering the TBW throttle position.
The new Anti-Lock Braking System (ABS) works with a 5-axis Inertial Measurement Unit (IMU), maintaining excellent stability even when braking in a turn. Rear Lift Control (RLC) uses acceleration information from the IMU to control braking force before excessive rear lift occurs when braking hard.
While the 76mm bore is identical to the SP, the Fireblade SP2 cylinder head runs 1mm larger 31.5mm diameter intake valves and 1.5mm larger 25.5mm diameter exhaust valves, with 10°/12° included valve intake/exhaust included valve angles (from 11°/11°). The valve pitches are identical, maintaining cylinder head width.
It runs the same 13.0:1 compression ratio but uses valve shapes and combustion chambers optimised for efficiency. Elongated spark plugs and a water jacket tightly wrapped around the combustion chambers improve cooling; this technology is derived directly from Honda’s RC213V MotoGP machine.
The pistons use an exclusive crown design with heat treatment that strengthens the area around the piston boss, which itself employs a 2.5mm shorter (and 8g lighter per cylinder) piston pin. Ready to house high-lift camshafts the outer diameter of the valve lifter has grown 2mm to 28mm, while total height and thickness have been reduced saving weight.
|ENGINE TYPE||999cc liquid-cooled 4-stroke 16-valve DOHC inline-4|
|BORE & STROKE||76 x 55.1mm|
|CARBURATION||PGM-DSFI electronic fuel injection|
|IGNITION||Computer-controlled digital transistorised with electronic advance|
|DIMENSIONS (LxWxH)||2,065mm x 720mm x 1,125mm|
|FRONT||17” Marchesini forged aluminium|
|REAR||17” Marchesini forged aluminium|
|FRONT||43mm inverted Öhlins NIX30 Smart-EC (semi-active Electronic Control) fork; preload, compression and rebound adjustment|
|REAR||Unit Pro-Link with Öhlins TTX36 Smart-EC (semi-active Electronic Control) shock; preload, compression and rebound damping adjustment|
|FRONT||320mm dual hydraulic discs, Brembo calipers, ABS|
|REAR||220mm hydraulic disc, Nissin caliper, ABS|
|COLOUR||Victory Red(Tri Colour)|