Honda CBR1000RR Fireblade

Ever wanted to buy a race bike that has actually competed in the Superbike World Championship? Well, here’s your chance to own your very own WorldSBK-spec 2018 Honda Fireblade SP2 which took part in the 2018 season brought to you by the TripleM Honda WSBK squad and their latest rider, Florian Marino. (more…)

Dubai is known for some of the world’s most outrageously extravagant things from hotels to supercars, superbikes and many more but one particular Honda CBR1000RR Fireblade caught our attention. It’s not hard to notice, especially when it has been customed and badged to look like a two-wheel Ferrari! (more…)


Itu rumusan paling mudah nak nilaikan Honda CBR1000RR Fireblade 2019.

Kami diberikan masa 14 hari untuk sesi suai kenal tetapi sebaik throttle dipulas hampir 360 darjah, tempoh perkenalan yang sepatutnya berjalan 336jam itu hanya memakan 30 minit.

Dengarkan reviu kami mengenai Honda CBR1000RR Fireblade 2019:

Enjin 998cc 4-inline DOHC dengan 76.0mm x 55.0mm rasa seakan mudah ditangani meskipun mampu menjana 189hp pada 13,000rpm yang disalurkan menerusi transmisi enam kelajuan dengan bantuan multiple wet clutch.

Pengalaman menunggang dipermudah dengan bantuan 43mm fork Showa Big Piston dan ketika menyelusuri selekoh dan trafik di lebuh raya, daya membrek yang ditawarkan kaliper Tokico.

Ketika pengeluar lain sibuk dengan menghasilkan imej superbike yang besar, Honda CBR1000RR Fireblade datang dengan rekaan kompak, 2065mm panjang, 718mm lebar, 1125mm tinggi dengan ketinggian tempat duduk sekitar 820mm.

Meskipun ergonomik tempat duduk agak agresif namun dengan ketinggian 820mm tunggangan lebih selesa berbanding model pesaing lain malah, rekaan kompak membuatkan penunggang tidak rasa kekok untuk melalui bukan sahaja lebuhraya malah trafik sesak di ibu kota.

Walaupun CBR1000RR merupakan jentera bernadikan litar lumba dan mudah menelusuri setiap selekoh sepanjang 5.543km Litar Antarabangsa Sepang (SIC) namun litar tak rasmi yang ditawarkan lebuhraya PLUS berukuran 772km juga tidak sukar untuk ditangani jentera Jepun ini.

Paparan TFT berukuran 5 inci mungkin dianggap kecil namun warna dan kejelasan ditonjolkan tidak kira di waktu siang memudahkan si penunggang untuk melihat segala yang berlaku terhadap jentera ini.


Didatangkan dengan 3 mod tunggangan termasuk 2 mod boleh laras mengikut selera, segala kawalan dilakukan dengan mudah menerusi butang di bahagian pemegang di sebelah kiri.


Bagi kami, Honda CBR1000RR Fireblade 2019 merupakan superbike mesra penunggang – budak baik bagi si pemilik yang bersopan santun di jalan raya, budak jahat bagi penggemar Bukit Tinggi dan Litar Sepang di hujung minggu.

Nak fahami lebih mendalam maksud kami? Rasai sendiri pengalaman menunggang Honda CBR1000RR Fireblade 2019 yang ditawarkan ada harga RM91,999 atau tambah RM23,000 untuk mendapatkan versi SP!


  • The 2019 Honda CBR1000RR Fireblade is designed to be the everyday superbike.

  • It’s easy to ride and live with on a daily basis.

  • It’s fast and far from being slow.

It may be that Honda has shown off the 2020 Honda CBR1000RR-R Fireblade, but there’s still lots of significance to the 2019 Honda CBR1000RR Fireblade.

First and foremost, it’s the base model for the SP which we tested earlier. Of course, the SP was all spec’ed-out including Öhlins electronic suspension with OBTi user interface, Brembo monobloc calipers, Brembo brake discs, quickshifter and a single seat. The fuel tank was titanium, so was the exhaust system. The SP was cosmetically different, too, with gold wheels, polished aluminium frame spars and HRC tri-colour racing scheme.

Read: 2019 Honda CBR1000RR Fireblade SP Test & Review

On the other hand, this base model makes do with Showa Big Piston Forks and rear shock, Tokico monobloc front brake calipers, anodized black frame and wheels, dual seats. Electronics wise, it doesn’t have the OBTi suspension controls since the suspension is manual. Most tellingly, it doesn’t include a quickshifter.

Does that make the bike less “better”?

Ergonomics is exactly the same, as with the engine power and performance.

Firing it up exuded that soul-stirring deep vroom from the exhaust, telling you that it’s ready to ride. Setting the electronics was easy-peasy, given three preset modes and two user-customizable modes. From left to right, there’s P for power (1 highest, 5 lowest); T for traction control (1 the least intervention, 8 the most); W for wheelie control (1 for highest intervention, 3 for the least); EB for engine braking (1 the least, 3 the highest). That’s it. One look and you know how the bike will respond.

Each setting returns really perceptible changes. For example, the bike takes off as soon as the throttle was twisted in Level 1, whereas you need to turn the throttle more in Level 5. But if anything, engine braking (EB) showed the biggest change. In level 1, the bike almost freewheeled (great for attacking corners) while the bike slowed a lot off the throttle in level 3.

Although not electronic, the factory suspension settings were already in the ballpark. No, wait. They were superb. We found that we didn’t need to adjust anything at all. Only once did it get of shape as I had to brake hard when keeled way over in a corner, because a car cut into my lane. The forks dived hard, causing the bike to wobble. However, adding just two turns of compression and rebound damping solved the issue.

Compared to the electronic suspension, the biggest difference was that the manual suspension felt soft in its initial stroke but was stiffer when you hit larger bumps. It’s the true opposite for the electronic set up. Yet, the CBR1000RR’s suspension was the most compliant on the street as opposed to all other superbikes we’ve ridden.

The bike isn’t slow, not at all. It’ll own everything thrown against it because it’s so easy to ride on the street. While you need more effort on other bikes, the CBR took all steering efforts in its stride. Think it, turn in.

In corners, the softer suspension settings let the tyres bite into the road surface and hook up early just as you add balancing throttle. That confidence goads you into opening the gas sooner without the risk of pushing the bike wide. I found myself adding too little throttle many times during the initial two days of testing, but I was punching in plenty of throttle soon enough.

There’s a corner on MEX Highway which I’ve never ridden through faster than 160 km/h (on the KTM 1290 Super Duke GT). One day, I hammered the CBR through it to see how far I could lean the bike. I looked down and saw 188 km/h and the knee was still far away from the road!

But it isn’t all about aggression. Feel the need to cruise? Just raise your body, switch to MODE 3 and putt along in sixth gear. The bike happily obliged even when we rode it at 80 km/h in sixth. Not only it didn’t stutter but it pulled hard as soon as I opened the throttle. From there it would blow through 100 km/h, 150 km/h, 200 km/h and all the way.

That inline-Four has gobs of low-down and midrange torque unlike its contemporaries. It punched hard from the standing start and acceleration only slowed down a little (just a little) past 8,000 RPM. Hard acceleration was accompanied by a mix of warble and whoosh from the intake with a howling and roaring exhaust, as if it was a small V-Four. The stock exhaust was loud enough – all the better for such a distinctive tone that’s totally different from all other inline-Four superbikes.

But it wasn’t all about aggression.

It’s so easy to ride in any circumstance, including in heavy traffic. Whereas I found it difficult to maneuver other sportbikes in really slow traffic, I could cilok (swerve around) on the CBR1000RR like a Honda CB250R. I’m not kidding! Even U-turns were easy because there was plenty of steering lock. Carrying a passenger wasn’t much of a bother, either.

Watch: Video review of the 2019 Honda CBR1000RR Fireblade

That’s the central theme to the Honda CBR1000RR Fireblade. The CBR1000RR team wants to give the rider Total Control. Total control breeds confidence, and confidence turns to enjoyment. Total control also means that the bike is forgiving.

You’re always in control with those clip-ons positioned just right in relation to the seat. While other superbikes have their handlebars placed on the same level as the seat, the Fireblade’s are about 2.5 cm (1 inch) higher. In doing so, it gives the rider more leverage on the bars as well as better comfort, without sacrificing sportiness.

The more I rode the bike, the more I discovered that it’s Honda’s obsession with the little details. For example, like the previously mentioned abundance of steering lock and ergonomics. Going further, the design of the fuel tank made it easy to hook your upper arms and knees to it when you’re leaning into a corner. Apart from that, the seat height was at a comfortable level, yet the footrests didn’t touch down at all.

Honda also showed their obsession with quality and finish. Look down into the space between the TFT screen and handlebar and all you’d see is the clutch cable. No wayward cables and parts. Even the steering damper’s hidden away underneath the fuel tank’s cover.

Was there anything we didn’t like? Not really, but we know that detractors will bash the lack of a quickshifter. What? You’ve forgotten how to shift gears? Just joking. But trust us: You won’t miss it. The first two gears and downshifting may require the clutch lever but hooking up the next gears without the clutch was almost as good as using a quickshifter. It felt more rewarding too. The clutch pull was very light anyway, requiring on the middle finger to work it.

Another point excuse we always heard is the lack of top end power. The CBR1000RR has the lowest in the class at 189 hp. But unless you want to race the bike in MSBK or MSF, why does it bother you? What’s more important is the bike’s ability to accelerate faster from idle and while rolling compared to the others.

Let’s also not forget that the bike looks great from every angle.


It’s apparent that the Honda CBR1000RR Fireblade was designed to do almost everything as a sportbike. By that we meant that you could ride it everyday while carrying a pillion, head into the mountains on weekends or convoy, and still be able to turn and burn at the track.

And it’s surprisingly cheap as well (in relation to other 1000cc sportbikes, not our bank accounts) from RM 91,999 making it a superb value for money. (The CBR1000RR Fireblade SP is priced from RM 114,999.)

So, if you can only own one 1000cc sportbike that you have to use for everything, this is the bike.

  • The 2020 Honda CBR1000RR Fireblade was spied being tested at Suzuka.

  • It didn’t debut at the Tokyo Motor Show as expected.

  • This is an all-new bike.

Okay let’s move away from Ducati for a while (yes, there are more) and head over to another great sportbike — the 2020 Honda CBR1000RR Fireblade.

We were expecting its launch at the recent 2019 Tokyo Motor Show but it didn’t turn out that way. Instead, the new model was caught testing at Suzuka by a Japanese photographer, who then uploaded the pictures and video to his Twitter account @n_mode_log.

Honda has said before that this will be a new CBR1000RR, rather than a mere update.

At first glance, you can see a new fairing which is more enclosing compared to the outgoing model’s. Besides that, there are gills at the bottom.

However, look closer at the front and you’d spot something which resembles a large inlet with winglets in them. This is the “aerobody” which the manufacturer patented a few months ago. They’re enclosed, rather than hanging out in the breeze unlike the Ducati Panigale V4 and V4 R’s. Honda also patented “active aerodynamics” for the rear in the form of foldout winglets, but they don’t appear in these photos.

Photo credit n_mode_log

But these pictures showed the race version of the bike, signified by the front fork set up. The purple-coloured slider tube shows that its coated with titanium nitrate and the true giveaway is the thin plunger-like travel sensor.

However, bear in mind that superbike racing dictates no modification to the frame and bodywork over the streetbike.

Peeking through the fairing’s opening also reveals what seems to be a new frame. The cutouts in the swingarm also look different.

Honda brought along a 2019 CBR1000RR for comparisons and the uploader also shot its pictures.

Photo credit n_mode_log

There was also a video and the bike has an inline-Four engine, quashing rumours of a V-Four.

Hope to see it at EICMA 2019.

All pictures credit @n_mode_log

  • A German magazine reported that the all-new 2020 Honda CBR1000RR Fireblade will debut in October 2019.

  • The date puts it at the Tokyo Motor Show, instead of EICMA.

  • The new bike may prove to be the world-beater in WorldSBK.

A German magazine reported that the all-new 2020 Honda CBR1000RR Fireblade will debut in October 2019.

If what Speedweek magazinesaid was true, the bike will be introduced at the Tokyo Motor Show instead of at EICMA in November.

Lending credibility to the rumour is rider Alvaro Bautista purportedly signing a two-year deal to ride for the HRC factory team in WorldSBK from 2020. There was “news” that the bike he will ride is the all-new CBR1000RR.

The Honda CBR1000RR is the best-handling and easiest to ride superbike we’ve tested thus far but the current model is lacking in top-end horsepower, at least on paper, anyway. However, superbike buyers are always looking at the specs sheets and the CBR’s 189 hp “isn’t enough” when compared to its peers.

As such, the new ‘Blade may have the most powerful naturally-aspirated roadgoing inline-Four.

It may also feature the “active aerodynamics” shown in a patent filing. The system features ECU-controlled winglets in addition to “aerobodies” seen in MotoGP.

The news should bode well for the WorldSBK team, as well. The riders are at the deep end of the field, finding themselves outgunned and unable to mount any serious challenge to the top runners.

Honda and CBR1000RR Fireblade fans will likely rejoice at the news too.

  • Patents show a Honda roadgoing sportbike with active aerodynamics.

  • It could be the next-gen Honda CBR1000RR Fireblade.

  • The next bike ought to be unveiled in the next two years.

While Honda may not fill certain gaps in different motorcycle market segments, they sure are busy with coming up with new stuff and patenting them. The latest patent to leak shows a superbike – which may be the next-gen Honda CBR1000RR Fireblade – with active aerodynamics i.e. winglets.

The bike in the patent has the profile of the RC123V MotoGP racer, but it’s complete with mirrors and a number plate holder. It must therefore be a street bike.

No. 52 on either side are the aerobodies – Picture credit Bennets UK

Back to the “winglets,” there aren’t mounted firmly in place. Instead, the wings swing out and retracts. We can assume that the wings retract at slower speeds when there isn’t need for more downforce. Having them open in the airstream all the time increases drag.

As such, the aerodynamic devices should be ECU-controlled, not unlike the sweeping wings of the F-14 fighter jet.

On another note, the patent submission shows an inline-Four engine. It’s been rumoured that Honda will bring back a V-Four performance motorcycle but that doesn’t like it. At least in these patent drawings.

No. 57 at the tail is the flip-out aero device – Picture credit Bennets UK

However, equipping the new CBR1000RR with variable valve timing or lift technology should be a bigger possibility. VVT/L can liberate more power while cutting back on polluting exhaust gasses.

We shall see!


  • Honda telah memfailkan paten bagi teknologi ‘variable valve timing’ (VVT) baharu mereka.
  • Adakah teknologi ini bakal dilengkapkan pada model CBR1000RR Fireblade baharu mereka?
  • VVT menawarkan kuasa dan juga pematuhan kepada piawaian emisi.


  • Honda filed for a patent for their new variable valve timing technology (VVT).

  • Could this be fitted to the new CBR1000RR Fireblade?

  • VVT offers both power and adherence to emissions standards.

Honda filed for a patent for a new variable valve timing (VVT) technology recently. Could it be for the new Honda CBR1000RR Fireblade most probably due in 2020? Or could it be fitted over other ranges of models, as well?

Honda’s new VVT system is akin to the BMW ShiftCam system which switches cams.

Each cylinder is fitted with two distinct cam lobes, one for low revs and another for higher revs. Like BMW’s system, the camshaft is slid back and forth to allow the appropriate cam to act on the finger followers, which in turn push open the valves. However, Honda’s system differs by having the system on the exhaust cam, as well.

This new system is different from Honda’s own iconic Variable Valve Timing & Lift Electronic Control (VTEC). It engages or disengages one set of cam lobes depending on engine load, whereas the new system’s cam lobes all spin at the same time.

Variable valve timing technology is not new in the world of motorcycles. As emission standards become tougher while the demand for more power grows at the same time, VVT is the only way to go. (Please click here to learn more about VVT and DVT.)

Almost all manufacturers employ VVT technology nowadays, although it is starting to be a trend among sportbikes. Heck, even the Yamaha N-Max, NVX and X-Max scooters feature VVT.

But it was Honda who first introduced VTEC to the in the 1989 Integra. It took another decade before it was adopted by the Honda CB400 Super Four VTEC in 1999. Since then, the Ducati Multistrada 1200 and its successor the Multistrada 1260, Kawasaki 1400GTR, Suzuki GSX-R1000 employ one form of VVT or another.

  • Boon Siew Honda telah melancarkan model Honda PCX Hybrid 2019, Honda Forza 300 2019, dan Honda CBR1000RR Fireblade 2019.
  • Pelancaran ini diadakan di Kuala Lumpur International Motor Show (KLIMS) 2018.
  • Motosikal-motosikal ini adalah sebahagian daripada janji BSH untuk memperkenalkan 12 model baharu pada tahun 2018.


2017 Honda CBR1000RR Fireblade base model offshoot rumoured for EICMA 2016 debut.


Upcoming 2017 Honda CBR1000RR superbike teased yet again ahead of next week’s debut.



Follow us on Facebook

Follow us on YouTube