Official: The US Is Getting the 2025 Honda CBR1000RR-R Fireblade SP

Boasting ultimate technology that has proven capable of regularly winning Stock 1000 races in MotoAmerica (America's AMA-sanctioned top-level national championship), the CBR1000RR-R Fireblade SP is designed and developed with zero compromises when it comes to maximum performance, drawing upon a record of continuous accomplishments. Street legal but track-ready, the legendary Fireblade is the epitome of high spec, with elite electronic suspension, highly advanced rider aids and an ultra-capable inline four-cylinder engine. It all adds up to a game changer in the tradition of the original CBR models.

HISTORY

The CBR1000RR-R Fireblade SP descends from the magnificent racing pedigree that has played a key role in the advancement of the sport bike genre. The bloodline starts with the 1959 Honda CB92 Benly Super Sport, a race-worthy performance model that competed at the highest levels on the track while being equally at home when ridden on the road, establishing a protocol that Honda sport bikes have championed ever since. The steadfast pursuit of technological improvement while competing on the World Championship stage cultivated a number of seminal models in the successive decades, including the groundbreaking 1969 CB750, which introduced the world's first modern inline four-cylinder sport bike engine—an architecture quickly imitated by the competition.

The pace-setting development continued as the CBR family continued to shift the paradigm. In the 1990s, the CBR400RR and CBR900RR ushered in the concept of "Total Control," an ideal blend of harmonious engine performance, light weight and nimble handling that dramatically enhances the connection between rider and machine. Introduced in 2004, the CBR1000RR has continued to refine this well-proven theory by incorporating lessons learned from Honda's MotoGP championship-winning RC models on racing circuits around the globe. The Fireblade has continuously raised the bar in the 1000cc sport bike category.

Drawing heavily from Honda's dominant RCV MotoGP platform, the 2021 CBR1000RR-R Fireblade SP—a brand-new motorcycle, built with an unwavering focus on circuit riding—reset it again, focusing on outright track performance. Engineers developed an engine that was more compact and benefited from the use of high-end technologies like titanium connecting rods, forged-aluminum pistons and finger-follower rocker arms.

For the 2022 model year, the CBR1000RR-R Fireblade SP celebrated 30 years since the original CBR1000RR was offered in Europe in 1992 (to be followed a year later in the U.S.), with detailed updates for improved corner-exit acceleration, HSTC management and throttle feel.

Now, the CBR1000RR-R Fireblade SP once again drives further up its development curve for the 2025 model year. A host of engine and gearbox updates deliver a healthy midrange performance boost, with improved throttle response, alongside detailed riding-position changes and upgrades from Brembo and Öhlins, with the aim of producing a bike that's ready to win out-of-the-box, but also one with an elevated riding experience on the open road.

NEW FOR 2025

• Compression ratio raised for the 2025 model year, plus revised valve timing, with new 3-stage unequal pitch springs.
• Crankcase optimized for weight reduction, inertial mass reduction for crankshaft and connecting rods.
• All gear ratios (and primary drive) shortened for improved acceleration and corner-exit drive.
• Lightweight Akrapovič muffler features increased volume and noise reduction.
• New 2-Motor throttle-by-wire system delivers smooth control for both acceleration and engine braking.
• Nine-level Honda Selectable Torque Control (HSTC) optimized for new power-output character and gear ratios.
• Three default riding modes plus options to customize the revised Power, Engine Brake, HSTC and Wheelie Control parameters.
• Revised aluminum frame features new rigidity balance for enhanced steering accuracy and grip feel.
• Third-generation Öhlins Smart Electronic Control (S-EC3.0) offers refined choice of settings, with new preload guide screen.
• Öhlins 43mm NPX (SV) fork features new Spool Valve internals, as does the TTX36 (SV) shock.
• New Brembo Stylema R radial-mount four-piston calipers managed by Cornering ABS, now with three modes: STANDARD, TRACK and RACE.
• New riding position raises handlebars and lowers footpegs for increased rider freedom and control.
• Redesigned middle fairing includes new winglet shaping for high-speed agility; lower fairing features rear aero step to improve rear-traction feel.
• Five-inch color TFT screen and four-way left-hand switch offer intuitive control of riding systems; redline now slides up rpm scale only when engine is at operating temperature.
• Fuel capacity increased to 4.4 gallons.

ENGINE / DRIVETRAIN

The Fireblade's 1,000cc, inline DOHC four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. A huge amount of HRC development has gone into the engine, to change the way it delivers power and torque throughout the rev range, with a goal of increasing drive force to the rear wheel in every gear.

While continuing to share the same oversquare 81mm bore and 48.5mm stroke as the RC213V, valve timing (duration and lift) have been revised for 2025, and compression ratio raised from 13.4:1 to 13.6:1. The inlet valves are 32.5mm diameter (and also lighter for 2025), with 28.5mm exhaust; they're operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency. Also new are three-stage elliptical progressive springs for both inlet and exhaust, while the intake ports have been optimized for gas flow.

MotoGP technology is everywhere internally. Friction is reduced via Diamond Like Carbon (DLC) on the cam lobes, just like the RC213V-S. The 2021 Fireblade was a pioneer for use of this process on a mass-produced motorcycle; it achieves a reduction in valvetrain frictional loss of 35% compared to non DLC-coated lobes.

Connecting rods and connecting-rod caps forged from TI-64A Titanium (a material developed by Honda) reduce weight by 50% compared to the previous Chromium Molybdenum steel versions; they're even lighter for 2025 (by .7 ounces) and employ bolts made from HB 149 Chromium Molybdenum Vanadium steel (again a Honda development) and do not use fastening nuts.

For durability, the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability), while the surfaces of the big-ends are treated with DLC. The pistons are forged aluminum for lightweight strength, durability and increased output.

To guarantee high-rpm wear resistance, the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove. Managing temperature, the pistons themselves (now constructed from tougher material) use a multi-point piston jet that sprays cooling oil in multiple directions through each cycle. At low rpm (i.e., when they're not needed), check balls within the jets shut off the flow of oil to limit oil pressure loss and reduce friction. The oil ring features a new side-rail barrel shape.

To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower (and more even) temperature at all points across the bores.

To minimize width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design allows a more compact crankshaft, while space is saved through double use of the primary driven gear (which itself has fewer teeth), to also transmit rotation from the starter motor; the engine is short in length, with short distances between the crankshaft, countershaft and main shafts. The rear of the engine block also serves as upper shock mount; 8.8 ounces has been shaved from the crankcase for 2025.

To improve drive out of corners, all the gear ratios are now shorter, as is the primary drive.

Air Management

Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed "turbulator" to the right, left and above the duct entrance ensures maximum induction of moving air, with minimal impact on handling. The draft angle of the aperture's interior wall maintains flow under high speed and acceleration.

To maintain stable performance across a wide speed range, pressurized air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda's Smart Key system and a 25º steering angle. To draw the volume of air needed, the throttle bodies have 52mm diameters.

The "dirty" side of the air filter controls the direction of intake air separation and vortex generation, while on the "clean" side, filtered air feeds slash-cut intake funnels. Mirroring the intake side, the four exhaust downpipes use an oval cross section.

Exhaust

Constructed from titanium, the Akrapovič muffler's small physical size and light weight contribute to mass centralization and an aggressive right-side lean angle. It's now 1 liter larger in volume; the exhaust valve was designed to deliver both low-rpm torque and high-rpm power, and for 2025, the sound output as the valve switches has been reduced. Quieter than the previous design, the exhaust has a note that rises linearly with engine rpm.

Valvetrain

The valve train itself uses a semi-cam gear train system. To drive such high-rpm/high-cam lift performance, the chain is driven from the timing gear located on the crankshaft via the cam idle gear; this makes it shorter in length. For 2025, the crankshaft pin and journal diameters have been optimized, saving 15.9 ounces of inertial mass.

ELECTRONIC TECHNOLOGY

The 2017 CBR1000RR was the first inline four-cylinder engine from Honda to use throttle by wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control (and a natural feel) in the rider's right hand. It's a critical area, and in 2021, the TBW return spring load was reduced, further enhancing the response and linearity of throttle input.

To take the engine to the next level of control (and in a first for a Honda), the TBW is now a two-motor system: one motor for cylinders 1 and 2, the other for 3 and 4. Through smaller throttle openings, the throttle valves for cylinders 1 and 2 open first, to finely adjust output and generate crank-rotation fluctuations. This makes the engine much easier to control and use through the lower rpm ranges. As revs climbs, all throttle valves open together, for a smooth rush of top-end power.

The other benefit of two-motor TBW is the amplification of engine braking; with the throttle fully closed during deceleration, cylinders 3 and 4 open with the exhaust valve closed, to increase the engine's pumping loss (and therefore also engine braking) while cylinders 1 and 2 are closed, ready to open smoothly on the next acceleration.

For the nine-level Honda Selectable Torque Control (HSTC), another update improved feel in 2023. For that model year, the gap between the intervention timing and slip-rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) was changed to give much smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC's riders. Now for the 2025 model year, the HSTC has been optimized for the engine's new power-output characteristics and revised gear ratios.

There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5, with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking delivered by the two-motor TBW; Wheelie (W) manages through levels 1-3 (plus off), with 1 giving the weakest intervention. All settings across the board have been revised for 2025.

Wheelie Control uses information gathered by the IMU on the Fireblade SP's pitch angle, along with front and rear wheel-speed sensors to maintain torque and manage the wheelie without sacrificing forward drive.

The Fireblade SP is also equipped with Start Mode for race starts. It limits engine rpm at certain set points (6,000 rpm, 7,000 rpm, 8,000 rpm and 9,000 rpm), even with a wide-open throttle, letting the rider focus on clutch release (and lights). The standard-fit three-level quick shifter delivers razor-fast changes, with short fuel cut time while shifting and smoother torque pickup after shifting.

CHASSIS

Wheelbase is 57.2 inches, with rake and trail of 24.1° and 102mm, respectively. Curb weight is 445 pounds. Weight distribution is balanced at 53%/47%, while a high center of gravity improves side-to-side agility.

A Bosch six-axis inertial measurement unit (IMU) delivers accurate calculation of pitch and roll, for precise control of the bike's behavior. The Fireblade SP is also equipped with Showa's Honda Electronic Steering Damper (HESD), which has a lightweight, through-rod design and mounts on the bottom of the steering stem and attaches to the bottom triple clamp. HESD is controlled by input from the wheel-speed sensors and IMU; three levels of control are available.

Frame

The diamond-style main frame is constructed from 2mm aluminum, with an extremely accurate tuning of the rigidity balance; during production, after the four main frame components are welded, the engine mounts in six locations, improving machine handling.

For the 2025 model year, internal ribbing has been removed, the thin wall area expanded and shaping optimized. A total of 2.1 pounds has been shaved from the frame, with a further 4.9 ounces from shorter engine hanger bolts. That said, the main aim of the work is to adjust the rigidity balance, for a more supple handling feel, with razor-sharp steering accuracy; lateral stiffness is reduced 17%, with 15% less torsional stiffness.

Round, thin-wall aluminum tubing forms the minimal subframe, which mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact, aerodynamically efficient riding position. Seat height is 32.7 inches, and the riding position has been subtly adjusted for 2025 to allow more freedom of control. (The handlebars are .7 inches higher and .9 inches closer, with footpegs set .6 inches lower.)

Swingarm

Constructed from 18 individual thicknesses of aluminum, the swingarm is 24.5 inches long. Its horizontal and vertical rigidity are tuned to generate grip and feel.

Suspension

For optimum design integrity (and to save weight), the Pro-Link rear-suspension system has the top of the shock attach to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear-wheel traction.

The CBR1000RR-R Fireblade SP is the first production bike in the world to feature the third-generation Öhlins 43mm S-EC3.0 (SV) NPX inverted fork. Using an internal spool-valve structure, it improves ride quality and turning stability through the suspension stroke. Feel for front-tire grip is also enhanced. The fork is clamped by exclusive forged aluminum top and bottom triple clamps and its length also offers greater freedom for geometry changes. Matching the race-quality front end is an Öhlins TTX36 S-EC3.0 (SV) shock.

In conjunction with the hardware, Öhlins Objective Based Tuning interface (OBTi) offers much finer suspension adjustment front and rear; both can be set independently from the default settings, and three individual modes can be set and stored, allowing the rider to configure multiple settings for conditions such as weather, tire wear or fuel load—and to switch instantly while riding. A new feature is a front/rear spring-preload guide, accessible via the meter, which recommends the correct setting for the rider's weight.

Brakes / Wheels

New Brembo Stylema R four-piston radial mount brake calipers are operated by a Brembo master cylinder and brake lever and offer consistently high braking performance at the high temperatures generated on track. They grip 330mm diameter/5mm thick diameter discs that dissipate heat efficiently. The rear brake caliper is the same Brembo unit used by the RC213V-S.

Rider confidence at turn-in is boosted by rear lift control and ABS-managed brake force relative to lean angle. New for 2025, the system features now features three switchable set ups: STANDARD mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds and does not suppress rear lift. RACE mode switches off the rear ABS function completely, with no Cornering ABS input.

The rear 17-inch five-spoke cast-aluminum rim wears a 200/55-ZR17 tire, minimizing the change in chassis geometry when switching from street to track rubber. The front five-spoke cast-aluminum rim wears a 120/70-ZR17 tire.

DESIGN / STYLING

Bodywork

An aggressive fairing design is no mere styling exercise: it's designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions), and to restrict lift under acceleration while also improving braking stability.

The fairing midsection houses reshaped, more forward-set winglets, which now generate downforce (to reduce wheelies under acceleration, and to increase stability on braking and corner entry) with an aerodynamic frontal step. The new design reduces yaw moment through a corner by 10%, making high-speed turning easier.

To make steering easier, a convex surface on each side of the front fender moves airflow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for the radiator and oil cooler is optimized by aerodynamic management of both velocity and pressure of air flowing from the tire.

A new lower fairing design extends close to the rear tire and now features an aerodynamic step to reduce airflow around the tire, improving handling.

To let air flow around the rider's feet with minimum resistance, the sides of the rear hugger are carefully shaped. To decrease rear lift, the hugger's upper side is cut out to vent air that channels up from underneath either side of the swingarm.

The fuel-tank cover is set low, decreasing the frontal area with the rider prone. The tank has been reshaped to improve the rider's knee grip, and fuel capacity has been increased by .1 gallons to 4.4 gallons. At a 35° angle, the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance.

Dash

For full, intuitive control of the CBR1000RR-R Fireblade SP's systems, there's a high resolution, full color 5-inch TFT screen. It's fully customizable to show exactly what the rider wants to see. The compact lefthand switchgear houses a four-way switch; fast and easy to use, it has top/bottom buttons to set riding-mode parameters, while the left/right buttons cycle screen-display information.

To protect the engine, a new function moves the redline down to 8,000 rpm on startup; as the coolant temperature reaches its operating zone, the redline moves up to just over 14,000 rpm.

Honda's Smart Key System operates the ignition and the handlebar lock, with no need to insert a key. This is convenient in day-to-day use, and it allows use of a competition-style top triple clamp, with optimum space for the ram-air system.