2021 HONDA CBR1000RR-R FIREBLADE SP
R I D E R E V I E W
P80
(Left) Another
gratuitous wing
shot. (Right)
That beautiful
Akrapovic
exhaust sure has
a note to it!
Getting all those spent gasses out is the job of the
new exhaust, which interestingly runs steel—not tita-
nium—for the headers, although Honda's teamed up
with Akrapovic to develop and construct a beautiful
titanium muffler with a new exhaust valve and stop-
per. This is where the emissions police have stepped
in somewhat to try and reduce the screaming noise
of Honda's new missile, but it also helps Honda engi-
neers tune both low-end torque and high-rpm power.
CHASSIS
Like the motor, the chassis has come in for a top-
to-bottom makeover. The aim was more vertical (18
percent) and torsional (nine percent) rigidity, but
less horizontal rigidity (11 percent) for better side-of
-the-tire behavior and rider feel, with the engineers
totally revising the geometry in the process.
The frame is constructed using four 2mm
aluminum sections and connects to the engine in
six spots, with less rake but more trail 24°/4.01
inches vs 23°/3.77 inches, and the wheelbase
has been increased by 2.1 inches via a swingarm
that's 1.2 inches longer than in 2020. There are 18
individual thicknesses of pressed aluminum that
make up the swingarm, with its horizontal rigidity
also reduced by 15 percent.
The idea of all this reduced horizontal rigidity is
that when you lean the Fireblade on its side, it's not
as susceptible to road corrugations, will help stay
on your chosen line, generate more grip from the
rubber, and give you more feel while it does so.
(Above) There are 18 individual
thicknesses of pressed aluminum
that make up the swingarm, with
its horizontal rigidity reduced
by 15 percent. (Right) Braking
performance is drastically improved
on the new Fireblade, as is how it
goes from upright to full lean.
