2022 Honda CBR1000RR-R and CBR1000RR-R SP First Look
Honda celebrates 30 years of the Fireblade
The Honda Fireblade celebrates its 30th anniversary of production with an updated model for 2022, and a limited edition livery for the CBR1000RR-R SP.
The 2022 Honda CBR1000RR-R and CBR1000RR-R SP receive engine updates with the goal of improving mid-corner acceleration and drive. The airbox was updated for smoother airflow into new slash-cut intake funnels. The inner diameter of the intake ports were also narrowed for faster airflow velocity, improving efficiency. The 4-2-1 exhaust system was also tweaked, with redesigned “2” section with a new catalyzer and optimized exhaust flow.
A new 43-tooth rear sprocket replaces the previous 40-tooth sprocket. Honda also lightened the throttle-by-wire return spring load for a more linear response.
The Honda Selectable Torque Control software was updated, adjusting the intervention timing and slip rate with the goal of providing smoother grip management.
Otherwise, the CBR1000RR-R and CBR1000RR-R SP remain similar to the 2021 model. The SP uses a Öhlins Smart Electronic Control (SE-C) 43mm NPX fork and TTX36 rear shock while the regular Fireblade makes do with a Showa 43mm Big Piston Fork and Balance Free Rear Cushion Lite rear shock. The SP also gets a higher-end front brake, with Brembo Stylema calipers versus the CBR1000RR-R’s Nissin calipers.
U.S. pricing and availability remain to be announced.
2021 Honda CBR1000RR-R
2021 Honda CBR1000RR-R SP
|Engine Type||Liquid-cooled 4-stroke 16-valve DOHC Inline-4, four valves per cylinder|
|Engine Displacement (cm³)||1000cc|
|Bore ´ Stroke (mm)||81mm x 48.5mm|
|Max. Power Output||215 hp at 14,500rpm (claimed)|
|Max. Torque||82.6 lb-ft. at 12,500rpm (claimed)|
|Fuel Tank Capacity||16.1L|
|C02 Emissions WMTC||153 g/km|
|Fuel Consumption||15.2km/L (6.6L/100km)|
|Battery Capacity||12-2Ah HY85S (Li-ion)|
|Clutch Type||Wet, multiplate hydraulic clutch|
|Transmission Type||Manual 6-speed|
|Type||Aluminum Twin Tube composite twin spar|
|Seat Height||32.7 inches|
|Ground Clearance||4.5 inches|
|Curb Weight||443 pounds (claimed)|
|Front Suspension||SHOWA BPF 43mm telescopic fork with preload, compression and rebound adjustment, 120mm stroke||Öhlins NPX S-EC 43mm telescopic fork with preload, compression and rebound adjustments, 125mm stroke.|
|Rear Suspensio||SHOWA BFRC-Lite Pro-Link swingarm with 10-step preload, stepless compression and rebound damping adjustment, 137mm stroke.||Öhlins TTX36 S-EC Pro-Link swingarm with preload, compression and rebound damping, 143mm stroke.|
|Rim Size Front||17 inch x 3.5|
|Rim Size Rear||17 inch x 6.0|
|Front Tire||Pirelli Diablo Supercorsa SP or Bridgestone Battlax RS11; 120/70-ZR17 M/C (58W)|
|Rear Tire||Pirelli Diablo Supercorsa SP or Bridgestone Battlax RS11; 200/55-ZR17 M/C (78W)|
|ABS System Type||2 Channel|
|Front Brake||330mm disc with radial-mount 4-piston Nissin caliper||330mm disc with radial-mount 4-piston Brembo Stylema caliper|
|Rear Brake||220mm disc with 2-piston Brembo caliper|
|Security System||Honda Smart Key|
|Auto Winker Cancel||Yes|
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This is one potent track weapon that could benefit from a change in rider ergonomics to work better on the street. Like most super/hyper sportbikes these days the rider gets stuck on top like a cherry on a sundae. That might be great for clambering all over it on the track, but being stuck a bit more into the bike would make for a more comfortable, more secure perch on bumpy real roads and the almost inevitable stints on freeways, and help with low speed balance (during u-turns in gas station lots, for ex). I am pretty sure the early Fireblades tucked their riders in a bit more. You could always add a taller 'race' seat for the track to get your inner Rossi on.
These bikes respond well to aftermarket flashing and hop up parts but why not offer them like that to big with? Stock, there is nothing special about Honda liter bikes.