Road test of HondaCBR 1000 RR Fireblade SP 2017 Sport in Power

she faces me. Her eyes of glass and menace transpire burning blades. And yet, aggression is only for others, for the competition. Small, feline, almost bitchy, the CBR 1000 RR SP irresistibly draws me into a dangerous and delicious dimension. Envy.
Because yes, the 2017 CBR is enviable. Much more so than certain vintages where its design was lost. Here, at last, above all, hesitation is no longer an option. The spirit of the Blade has been completely recaptured. Its sharp snout, cut like a shark's face, wants to "slash" the road without warning. From Fire, the engine announces that it's ready to deliver. The "Blade of Fire" is making a comeback, and this SP version is the perfect way to fan the flames.

mind you, you don't just get on this Honda, start it up and open it up. No, first of all, you respect it. You introduce yourself, you look at it, and you discover it before you do anything else. Because the CBR knows how to present. Its compact size and taut lines are far from the attributes of a 1000. More like a big 600. And yet... It's impressive how much the size has shrunk since the previous version.
Looking at it from above, below and all around, you'll be flattered by its quality finish, beautiful assemblies, nothing that hangs or protrudes, and its top-notch equipment. Beautiful Brembo calipers, specific to SP versions, augur well for high-powered braking. A set of sun-kissed Öhlins suspensions, in semi-active Smart-EC version. And a pair of lighter, golden Marchesini wheels invite you to be as courteous as possible. Honda has taken care to enhance the machine's exclusivity by polishing the swingarm, for a very flattering result. Unfortunately, the titanium fuel tank is hidden beneath a plastic assembly. In a way, this is a good thing, as it avoids damage from the slightest bowl. On this subject, small, well-designed plates squat on the sides of the frame. It's a huge piece, with its aluminum exposed (the RR gives it a black sheen) and its strength expressed. It seems able to withstand every conceivable stress. Even the shifter seems to have been planned from the outset, and not "added on" as on some other machines. Honda has also succeeded in designing an almost pretty exhaust system, despite the Euro4 standards. Leaning underneath and looking at the diameter of the tubes to house the catalytic converters, it's easy to imagine that there's a whole lot of kilos in there. With a good racing line, the weight saving must be spectacular.

the SP version's styling is very similar to that of a standard CBR, but with blue stripes and a white hoof to give it a more elegant, airy look. Provocative and classic, this look may remind neophytes of the Honda sports bikes of the 2000s. But for connoisseurs and enthusiasts, this machine has something extra. A class that leaves no one indifferent.
Let's climb aboard. And activate the Fireblade universe. The TFT screen quickly comes to life, inviting us to take out the instruction manual. After all, there are a host of parameters right in front of our eyes. Everything is controlled from the left-hand control unit, which has become a veritable console. With a little practice, it's easy to understand all the functions intuitively. A mode button is used to navigate between the various info blocks; and to accompany it, a selector button acts on the choices available in each of the blocks. Once your preferred displays are in place, you leave the selection to the Driving Modes, so you can change them quickly and at any time. On the other side, the commodo seems imposing enough to accommodate a single button, that of the starter / kill switch. The warning light could have been moved here. Or, more importantly, the horn. For almost 10 years, Honda has persisted in plugging it into the classic turn signal position. As a result, your thumb instinctively lands on the horn, and you struggle to find the control when you want to change direction. Either you think, or you make a mistake - a little inconvenience that doesn't exist with most of the competition's controls.

let's go for a ride before dark. The cyclists have gone home, the crates are having their aperitifs, and we can only hope that the gravel seeding has spared a few roads. Contact. When the 4-cylinder engine fires up, the mood takes off. A cavernous, powerful, imperative sound emerges from the titanium silencer. Getting the machine out of the garage is a formality, so light does it feel. A fine crack as you engage first gear, release the clutch and slip into the evening with a smile that's worth every appointment.
Rolling along at a leisurely pace, the CBR's main ergonomic features are revealed on the surface. Right from the start, its slimness is astonishing. It's as if the manufacturer had removed a layer of fat from the surface. The smoothness of the controls is worthy of the best Honda productions, and comfort is very relative. Tilted forward, it's instantly clear that the ride will be either sporty or unbearable. There are worse riding positions, but we're clearly in the radical territory of the latest generations of CBRs, far removed from the hypersport-GTs that were the line until 2004. You can live with it, so much so that you enjoy the privilege of riding such a machine. Even on a machine of this calibre, we would have appreciated controls a little closer to the rider and footrests a little higher up. By rotating the ankles to raise the knees, the latter are much better positioned at tank level. Just a few kilometers to get the hang of it, the time for an escapade before taking full advantage of it. Let's head south together and dive into her natural element. Now, close your eyes, listen to the rumble around you, the air rushing by at high speed, feel that tingle in your spine... Raise your eyelids, breathe, we've just left the pits !!!!

broappp !!!! Second gear. Just enough time to glance at the bar graph, which is rising vigorously, and we're in gear 3. The CBR goes full throttle down the long, light left that commands the (much-amputated) Mistral straight. Block at 4, another flick of the boot to engage the gear and hold it all the way to Signes. There's no need to think about going up to 6: I discover the circuit, tone down my ardour and dive into this famous long straight that just begs to be swallowed at high speed.
For the time being, the Fireblade SP is taking it easy on me, just to give me a taste of its confidence. She could be chirping with impatience, even exhortation to break free in this arena of performance. But by selecting Driving Mode 2, we contain her just long enough to catch a glimpse of the track's profile. With power management set to level 2, traction control on 5, engine braking on 3 and Öhlins suspension in Automatic 2 mode, rider and machine can move about with civility and sportiness. But that's just for the start of the session. Soon enough, you get the feeling that this mode for winding roads is just waiting to give way to a truly sporty ride. The soul of the CBR 1000 RR lies not only in its technology, but also in its electronics. Except there's no longer any need to go into the pits, get out the tools and ask the mechanic to find you more engine response. Here, in the middle of the circuit, all you have to do is wait until you've got 2 seconds' respite to play with your left thumb, command a new mode, and the bike recalibrates as soon as you return to the throttle.

phase 2, no more playing, just riding, in the other dimension. Mode 1 is engaged, moving all control sliders to the racing level. Overjoyed at finally being able to unveil its potential, the SP shares, communicates and quivers its dynamism. With a much more direct connection between the throttle and the engine, the latter unleashes its massive cavalry without a moment's pause. And it pushes, it pushes !!!! It pushes hard, with far greater conviction than the previous generation. The cocktail of less weight and more watts makes an obvious difference, and transforms the CBR.
Even if the layout has not yet been integrated into the skull, you can already have a lot of fun. Fast or slow passage, trajectory correction, hesitant approach or measured optimism, Honda's premium hypersport assists the rider in exemplary fashion. Can you open the throttle generously without a second thought? Better twice than once... and all the time, too. Having undergone a vitamin treatment to spit out 192 hp at 13,000 rpm, the Japanese 4-cylinder finally has the power to tease the best in its segment. Wise, too wise at low revs, this block only begins to become really interesting at around 6,000 rpm. This mid-range brings it out of its gentility, commanding the throttle, the motivation of the revs and the desire to catapult the crew. As a result, everything goes into overdrive while the driver can concentrate on just one thing: the next corner. The cavalry distributes its force with vigor, a great deal of vigor, but without hysteria, with a polite side that lets us know we're really on a Honda. Even without a power bank, the power curve is perfect, smooth, with no jolts or weaknesses. As a result, acceleration is enormous, all the time, but without really peroxidizing your pulse.
But don't be too hasty. Let me be clear: this block lacks character, but absolutely no watts. Once you've got past the introductory stage, you're treated to a big handful of nags, and the CBR moves very, very quickly from one end of the track to the other. Filled to the brim from 8,000 to 12,000 rpm, the engine seems to want to tone things down a little beyond that. It's as if it needed a few special parts to become truly crazy and overpowered. The R1M 's crossplane is much livelier and more powerful at the top of the rev counter. On the other hand, it proves superbly usable, manageable and elastic to a fault. It pushes, accompanies and takes off at the same time, without taking you into battle to hold it. Mad dogs that fart in your face are on the other side. Honda knows how to behave.

i swallow the bridge bend, pass way too far from the limits and think that it's imperative to work on this tight corner to gain much more speed the next few times. Because just after that, it's the straight to the pits, and for the moment, the tachometer isn't giving a damn about me. A serious gesture with the right hand to excite the figures, the engine in turn goes into a frenzy, and we settle into pursuit mode. The gearbox could be so easy to use, the smoothness of the controls and the shifter are a match made in heaven. Active both up and down the gears, it obeys not as a foot-assist, but rather as an extension of the leg's nerves. Direct, precise and fast, this shifter nevertheless lacks a certain suppleness. In a straight line, the micro-cuts when shifting gears do not cause any particular discomfort. Above all, the shifter ensures seamless acceleration with no load break. The work is just as commendable when decelerating. The bike manages everything, from the small trickle of throttle to accompany the drop in gear, to the digestion of residual torque (if any). I grip the brakes with vigor, with great confidence in the Brembo M4s at the end of the Öhlins tubes. The consistency of the lever, the progressive firmness of the front end and the remarkable work of the fork constantly inform me of what's going on down there: I feel as if I'm reading the road, holding it and controlling it at the same time, while reducing the effort on the radial lever as the bend approaches. Throughout the braking phase, you can control the moment as you wish, freeing yourself from the thought of it and looking forward to the next curve. On big decelerations, all you have to do is concentrate on what's coming next and not so much on the moment; the CBR takes care of that. Perfectly stable, it stays well in line until your gaze swings to the next trajectory.

with a freer mind, I aspire to get to know her better, to understand her better, to appreciate without moderation what she's capable of. I know the CBR will do a good part of the job; the pace is stepped up a notch, with more authoritative riding. Because the sequence is approaching and I want more speed out of it. Precise, intuitive and communicative, this pistarde could do with a little more incisiveness. There's no restraint in her corner entries, but not enough attack. Yet it's easy, light and, above all, precise, obeying requests immediately. Is this "Total Control", or the reassuring effects of first-rate homogeneity? Whatever the case, the CBR 1000 SP perfectly dominates its subject under the track with a seriousness ... too serious. Everything is calibrated for function, efficiency, straightforwardness and an approach to the absolute. The lady has a lot more to say. But we didn't get to ride it enough to fully explore the Honda. She's just shown us her horizon, and it's more than tempting to pedal her beyond reason.

still not enough speed for my liking on the way out. So I weld. The traction control is there just in case. But the CBR doesn't show it right away. On the one hand, the bike drives very well, a real asset on this demanding track. And the Bridgestone RS10 tires stick to the asphalt. This efficient, reassuring package allows you to get to the heart of the matter very quickly. It welds, and lets the CBR manage. This allows you to fully absorb and appreciate the engine's load, then let yourself be exhilarated by the ride. Soon enough, you want more. A sign that the bike is fulfilling its objectives perfectly.
The end of this day on the track came far too soon, preventing us from grasping all the aspects and possibilities of the SP. And this escapade would not have been enough, such is the range of possibilities and riding pleasure. Fortunately, the CBR stays with me for a few days. I'm going to show her around the region; she'll only endure turning the Grésivaudan into a Grand 8.
A bit of sleep, a burst of adrenalin on waking, lapping on the roof... let's go...

it's raining. Not surprising, but when you're riding a bike with over 190 hp and 300 km/h, fitted with tires whose first groove is 3 cm from the edge, you're very reluctant to take a corner. It's a good opportunity to confirm that the CBR is a real protector, letting freshness and water settle everywhere. Only the inside of the knees and thighs are spared. As you might expect, a Fireblade is no Pan-European.

i set the trip computer to mode 3, best suited to these delicate circumstances. This triggers a very moderate throttle response and appropriate engine braking, with Traction Control pushed to the limit and the suspension softened. As a result, the rest of the journey is much more relaxed and less apprehensive. With the exception of a sometimes rocky engine response at low revs (I'm nitpicking), the CBR lets itself be taken along in the simplest of manners, allowing a rhythm and average speed to seep in that exceed the limits of reasonableness without fuss. The electronic assistants work with remarkable discretion. Once again, Honda shows its good manners.
In A3 trim, the Öhlins elements provide a little suppleness, while proving to be well tested on our increasingly bumpy roads. The Smart EC does all it can to contain roughness and provide quality damping. They know, and the driver knows even more, that they will only show their potential when the road allows. So let's be patient and head for the other side of the mountain. The ground and sky are dry there. One more tunnel and...
This darkness never ends. Fortunately, the brightness-sensing dashboard has adapted and brings a touch of calm to the view. The white background and black calligraphy have automatically swapped colors. Let's take this opportunity to discover this little tablet, so successful, and very much in vogue at the moment. The CBR 1000 RR / SP / SP2 cockpit features a smartphone-style screen, offering high image quality and infinite possibilities. At start-up, a short cinematic sequence welcomes you. The screen then displays a multitude of indications, in a sober style with a patina of elegance. Always from Honda. The essentials are easy to spot, both statically and in use. Engine rpm, speed and gear ratios are the masters. This is followed by a host of other information, from the most useful (Drive Mode table, engine T°, odometer, trip, fuel consumption) to the least captivating. Like the degree of throttle rotation: fun, but what's the point?! There are also little bonuses, such as the possibility of displaying the CBR logo, or a personalized choice of word (10 characters), battery voltage, and a whole world of sub-menus for electronic settings. On the other hand, the lack of a fuel gauge is unforgivable. The latest CBR 1000's screen is capable of showing you an HD movie, and not the slightest graphic to display the fuel level. Incredible. Instead, there's a warning when you're running low, and a display of the amount of benzine remaining.

white. Intense. It quickly turns to a yellow circle surrounded by darkness. The exit. The thumb searches hastily for the selection button to switch to Mode 2. The navigation is intuitive enough to engage the essential. Once Mode is selected, the engine management values are put on hold; I release the right handle to validate them, then lock the neurons on the next departure. 300 m - the border. Soon to be released. 200 m - I drop two gears to bring the boiler up to mid-range. 100 m - the exhaust rumbles, the block turbines, the veins crackle, the eye sockets lock to keep the eyes from sinking. 0m. a clear road, the fuses blowing and the CBR waiting. GAS!!! And off we go to destroy the road!

its lightness and homogeneity, so reassuring on the racetrack, is echoed almost as strongly here. Impeccably natural and easy to place, the CBR makes light work of corners. The work on the suspension limits load transfer to an appreciable degree. On hard braking, the Smart EC calms the dive without locking the steering. You hold the brake with two fingers and a superb feeling, modulating it as you wish. Then comes the dive into the bend, where the CBR's lightness is immediately felt. A ballerina, with Honda's inherent neutrality and confidence. At the exit of the curve, a good load of power barely rests the bike's posterior. Here again, the Öhlins system acts in real time to contain the shock absorber's movements. In important mass transfer phases, the Smart-EC works with surprising efficiency to preserve the bike's attitude as much as possible. And I don't need to tell you about the sporty, rigorous and highly informative "Öhlins road feel". The pre-selected settings (A1 - A2 - A3) will suit a wide range of uses; each mode can be fine-tuned. For the more meticulous, the manual modes offer a wide range of settings, with the option of saving 3 selections. But here, you need to have a real technical background, a high level of standards and an above-average ability to operate the machine.

23 h 60. Fingers tingling. It's not so much the 12° that's bothering us as the fact that our soaked gloves amplify the cold sensations. And to think that summer has just begun... We could be relaxed, enjoying the soft, supple scents of the summer season under different circumstances. This is not the feeling you find in the crew that splits the night. Under the Fireblade's piercing LED gaze, the soaked road lets out wisps of nascent steam. There's something strange and fascinating about riding in this Alfred Hitchcock setting; allowing you to appreciate the broad, powerful lighting distributed by the CBR's front end. The range is a little short on low beam, but impeccable on high beam. Almost enough to make you want to pick up the pace. You wind up calmly, with an almost delectable sense of security. With the electronic assistants and the naturalness of riding this machine, you tell yourself at every turn, at every imperfection, that if the front goes, everything else will follow, whatever the action. You can surprise yourself with some daring acceleration: the CBR pushes and never overreaches. It's as much fun as you want it to be, even when all the scenery makes you swear into your helmet as the owls and box moths mockingly smile.
I come home soaking wet, with more water in my boots than in the neighbor's pool. Once in the garage, the bike smokes all over the place, cluttering up the efforts of the pale neon. The key is removed from the ignition, triggering a final cinematic sequence on the screen, punctuated by a flash of goodbye. The mist clears, the CBR looks like a lady emerging from a hot shower. Sprinkled with droplets, skin taut and heart still boiling, she invites me to stay for a fleeting moment of admiration. Yes, the SP can be enjoyed on the track, appreciated on the road and admired after a short or intense embrace.

the best in Fireblade history? Without a doubt, because the CBR 1000 has reached a striking level of performance and technology. Like all Honda models, it surprises with its ease of handling, consistency and build quality. As a CBR, it boasts highly optimized Total Control, with superbly calibrated electronics. All that's missing is a touch of madness and power to rival the top of the production range, but there's already enough to go very fast, have fun on the track and even more, much more. Over time, the big CBR lost its everyday performance, which meant it could be used quickly on open roads and tracks. The result is a pure missile, captivating and efficient. In today's world of hypersports, the CBR 1000 SP is perhaps the only one that lets you go nuts and keep a cool head.

M.B - Photo credits D.R.