Cw First Ride 2014 Honda Cbr1000rr Sp

Ignition

THE RIDE STARTS HERE

HONDA CBR1000RR SP -> SSR MOTORSPORTS SR250 -> HONDA VFR800F -> NICKY HAYDEN'S TRAVEL TIPS

CW FIRST RIDE 2014 HONDA CBR1000RR SP

A velvet glove with iron-fist performance

Michael Neeves/MCN

THE HISTORY of Honda's CBR1000RR has been one of careful, even conservative, evolution since the arrival of the original CBR900RR in the US for the 1993 model year. From the beginning, Honda chose a path of finesse over force, preferring a lightweight and sweet-handling package to monster power. For 2014, Honda takes this concept to the ultimate level by introducing the SP version, endowed with Öhlins suspension, Brembo monoblock front brake calipers, and a blueprinted engine.

Over the years, the CBR's engine has grown from 893 to 918, 929, 954, 998, and finally 999.8cc. Despite the displacement increases, Honda never got sucked into the big power arms race we see now with its competition. It's stayed out of the electronics race, too, as proven by the fact that this is one of the few superbikes not to have traction control. In fact, the only rider aid I find on the new CBRioooRR SP I'm riding at its world launch at the Losail circuit in Qatar is Honda's optional (not available on US models) electronic "brake-by-wire" C-ABS.

How do these changes transform the bike? Imagine you're playing a computer game that features the standard CBRioooRR. It's fast, handles well, stops nicely, and screams down the straights. You can't imagine anything better until suddenly you get an "SP" upgrade. All of a sudden your controls are faster and more direct. Your bike is faster through the corners, accelerates harder down the straights, and slows sooner when you jam on the anchors.

This is how the new CBR SP feels here in Qatar. It makes track riding easier, more exciting and rewarding than before, but there's a surreal sense of detachment riding the wide and featureless Losail circuit, almost like a video game.

Some of the changes to the 2014 Honda CBRioooRR and SP are so minor you'd be hard pressed to notice without testing them back to back with the outgoing model. The new handlebar and peg position are nice and natural but not noticeably different. The RR still crumples long legs.

I'd also be lying if I said I could feel the extra flex in the frame that Honda has engineered in around the swingarm pivot. But then the SP gives you a lot more confidence and feel through the rear tire when you're at full lean and winding on the throttle, so I guess it works. And it would be silly to say I could feel the extra 2 hp that the reshaped inlet and exhaust ports and revised valve seats have created because I can't.

BY THE NUMBERS

106.8

CUBIC CENTIMETERS: The amount the big CBR's engine has grown in displacement since the original CBR900RR.

39

HORSEPOWER:

Amount gained in the last 21 years, while an additional 15 pound-feet of torque has also been found.

19 92

FIRST YEAR:

Although the CBR900RR was available in the US that year, it was officially called a 1993 model.

FIRST RIDE

WHEN YOU'RE FLYING ALONG, WIDEEYED AND PUMPED FULL OF ADRENALINE, YOU REALLY NOTICE THE THINGS THAT MAKE THE SP SPECIAL: THETOPQUALITY ÖHLINS FORK AND SHOCK GIVE THE KIND OF POISE, STABILITY, AND FEEL THROUGH THE TIRES THAT MASSPRODUCED SUSPENSION CAN'T OFFER.

There are some things on a circuit you only appreciate on the cool-down lap, which gives the first clue to how lovely the SP will feel on the road. The old CBR's motor is a little gruff, so at lower speeds you really notice the beautiful smoothness of the SP's blueprinted engine. Then there's the engine's easy grunt, flexibility, and typically glassysmooth throttle response.

But when you're flying along, wide-eyed and pumped full of adrenaline, you really notice the things that make the SP special: The top-quality Öhlins NIX30 fork and TTX shock give the kind of poise, stability, and feel through the tires that mass-produced suspension can't offer. The racy new Brembo monoblocks mated to the revised C-ABS provide zerofuss braking, while standard Pirelli Diablo Supercorsa SP tires give you the grip to exploit the new hardware. The larger windscreen provides a nice place to hide behind down the straights, too.

Honda has given CBR1000RR fans a reason to smile. It's a well-balanced, easy-to-manage superbike and proof you don't need 200 hp to go fast or a suite full of sophisticated electronics to temper the power. With its upscale suspension and brakes, blueprinted engine, and drop-dead-gorgeous HRC paint, the $16,699 SP has thrown down the gauntlet as the most desirable CBR1000RR in the bike's history.

HONDA

CBR1000RR SP

ENGINE TYPE dohc 4-valve inline-4

DISPLACEMENT 1000cc

SEAT HEIGHT 32.3 in.

FUEL CAPACITY 4.7 gal

CLAIMED DAY WEIGHT 439 lb

PRICE $16,699