2024 Honda CBR1000RR-R and CBR1000RR-R SP – First Look

According to Honda, the downforce produced by the new winglets improves braking stability and front end grip through high-speed corners using 10% less effort than the previous design.

Under all that bodywork lies an updated version of the CBR’s 1,000cc Inline-Four. Honda claims a peak output of 214 hp at 14,000 rpm and 83.3 lb-ft. at 12,000 rpm. That’s the same peak horsepower and just an additional 0.7 lb-ft., with each arriving just 500 rpm sooner compared to the previous engine. The big difference is in how it gets to those numbers.

Honda increased the compression ratio from 13.4:1 to 13.6:1 and revised the valve duration and lift. Honda also added lighter inlet valves plus new three-stage elliptical progressive springs for both intake and exhaust valves. The valve train is the same semi-cam system as the previous model, but with an optimized crankshaft pin and journal diameters, resulting in a reduction of 1 pound of inertial mass. Additional weight savings came via updated forged titanium con-rods and a revised crankcase.

The result, according to Honda, is improved power and torque delivery throughout the rev-range. Honda shortened the gear ratios, as well as the primary drive, to further improve acceleration out of corners. The Akrapovič muffler is also revised, larger in volume while 5 dB quieter to help cooperate with noise restrictions.

A first for Honda, the CBR1000RR-R uses a 2-Motor Throttle-By-Wire system, with one motor controlling the throttle valves for cylinders 1 and 2, and the other for 3 and 4. The throttle valves on cylinders 1 and 2 open first, making it easier to control and deliver power at low engine speeds. At higher revs, all throttle valves open together for smoother top-end power.

When engine braking, things work the other way. Cylinders 3 and 4 open with the exhaust valve closed, increasing pumping loss and engine braking. Cylinders 1 and 2 are closed, standing by to open when accelerating again.

The ride modes, wheelie control and especially the engine brake management system were all also updated to suit the new throttle-by-wire system. With the new gear ratios, the nine-level Honda Selectable Torque Control (i.e. traction control system) needed to be recalibrated. Launch control returns unchanged.

For 2024, the cornering ABS gains a third Race mode that deactivates rear ABS and lean-sensitive input. Track mode returns, offering braking performance for higher speeds with no rear lift suppression. The previous Sport mode gets renamed Standard, offering on-road level performance with less pitching.

Remember what I said above about no extra Rs? That was a lie, as the 2024 Fireblade SP’s dual four-piston radial mount Brembo Stylema calipers have been upgraded to the R version. They are paired with a 330mm disc, and Brembo master cylinder and brake lever. The SP’s rear wheel uses the same two-piston Brembo caliper and 220mm disc as the previous model.

The non-SP CBR1000RR-R retains the previous model’s combination of Nissin four-piston front calipers and two-piston Brembo rear caliper. The CBR1000RR-R’s suspension is also unchanged, with a fully-adjustable Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Lite) rear suspension.

The SP model, however, gets to debut Öhlins’ new third-generation S-EC3.0 (SV) NPX electronic 43mm inverted fork. The fork uses an internal spool valve structure, with Honda claiming improved ride quality and stability through the suspension stroke. The TTX36 rear shock also uses new spool valve internals, working in conjunction with the Öhlins Object Based Tuning interface.  

Both versions of the RR-R receive an updated diamond-style frame made from 2mm aluminum and tuned for balanced rigidity. The new frame is 2.1 pounds lighter than the previous design, with Honda claiming a 17% reduction in lateral stiffness and 15% reduction in torsional stiffness.

With the revised frame, the wheelbase is shortened to 57.3 inches for the SP, with a 24°7’ rake and 4.011-inch trail, while the non-SP model measures a 57.1-inch wheelbase and 23°56’ / 3.969 inches. The 2023 models both offered a 57.5-inch wheelbase and a rake of 24° and trail of 4.016 inches.

The seat remains at the same 32.7-inch height as the previous model, but the ergonomics have been revised, with the handlebars moved up and closer to the rider, while the footpegs are slightly lower. Honda also reshaped the fuel tank to improve knee grip, with the added benefit of a slight increase in fuel capacity to 4.4 gallons.

Despite the 0.1-gallon increase in fuel capacity, the CBR1000RR-R SP retains the same claimed 443-pound curb weight as the 2023 model. For a slightly less weight, Honda is producing a limited run of 300 Carbon Edition models with several carbon fiber pieces that further reduce the weight to a claimed 441 pounds.

The non-SP model also claims a weight of 441 pounds, which is two pounds lighter than the claimed weight on the 2023 version.