HONDA CBR1000RR FIREBLADE SP (2019 - 2020) Review

At a glance

Owners' reliability rating: 5 out of 5 (5/5)
Annual servicing cost: £200
Power: 189 bhp
Seat height: Medium (32.3 in / 820 mm)
Weight: Medium (430 lbs / 195 kg)

Prices

New N/A
Used £13,200 - £19,000

Overall rating

Next up: Ride & brakes
4 out of 5 (4/5)

Refined for 2019, the Blade SP’s (and base model’s) new electronics will still save you from a slide, lock-up and keep wheelies in check. Its less spikey throttle response gives the already classy Honda an even more polished feel.

Slightly smoother acceleration aside, the 2019 model is little different to the ‘17/’18 bike on the road, but the benefits will be felt mostly at a trackday, at the limit of rear grip and hard braking.

Torque, wheelie control and ABS settings are smoother, but they’re still designed more for safety than speed and can get in the way of a fast lap, compared to the best of Honda’s European superbike rivals.

Ride quality & brakes

Next up: Engine
5 out of 5 (5/5)

There’s no change in the chassis department from the 2017 model. Stable, responsive, supple and grippy the Blade has one of the best chassis set-ups out there.

On the road it floats through corners and in previous superbike shootouts, only the Ducati Panigale V4 S can lap faster.

Just like the '17/'18 Blade SP you can’t get close to troubling the cornering ABS on the road, but it’s always there to bail you out in an emergency.

The Honda Fireblade SP front brakes

For the track the 2019 system is less intrusive, which lets you brake harder, but like on every current Japanese superbike, it still panics too early when it senses the rear wheel lifting too far and momentarily lets off the brakes, leaving you with no choice but to brake lighter and earlier.

Engine revs now drop faster when you shut off into a corner. It’s undetectable on the road (where you release the throttle gently anyway), but on track it stops the Honda from 'pushing on' into corners.

Engine

Next up: Reliability
4 out of 5 (4/5)

Honda’s inline four-cylinder motor remains unchanged for 2019. It might not have the big-bhp headline power figures of its rivals, but it’s packed with grunt and isn’t slow, by any stretch of the imagination. The Blade is also one of the lightest superbikes you can buy, with a mind-boggling power to weight ratio.

This 2019 upgrade is all about its electronic rider aids. Honda’s nine-stage Torque Control (they don’t call it traction control) dulls or cuts power when the rear wheel starts slipping but the 2017 system was never designed to be ‘leaned on’ to go fast, which is why the Blade could struggle on track, unless you switched the electronics off.

On its standard Pirelli Diablo Super Corsa SPs tyres there’s so much grip you’ll never bump into the electronics on the road, but push hard on the track and now when the rear tyre slides the torque control doesn’t grab and release as harshly as before. But Honda’s electronics are still too conservative and slow you down too much when you’re pushing for a quick lap on anything less than super-grippy rubber.

New throttle maps allow the 2019 Blade SP to accelerate harder in the raciest of its power modes (1), but it’s hard to notice much difference without riding it back to back with the ‘17/’18 model. The throttle response is smoother and cleaner than before and gives the Honda and even more polished, sophisticated feel around town and in slow corners.

Torque and wheelie control were tied together on the '17/'18 Blade, but now they can be adjusted separately. The anti-wheelie has three levels (but can’t be switched off) and is better at taking the sting out of a hovering, high-speed wheelie, without having to shut the throttle.

In the lower gears, where the front comes up faster, there’s still too much intrusion, but it’s far smoother than before. Pull a deliberate ‘show off’ wheelie with the clutch and the front will only stay in the air for three or four seconds before the electronics brings it gently back down again.

Reliability & build quality

Next up: Value
5 out of 5 (5/5)

Problems with highly modified racing Blades have been well documented, but there are no problems with the road versions – it’s a Honda, after all. Gearboxes can take their time to bed in, but that aside they’re bombproof.

Honda Fireblade SP switchgear

Value vs rivals

Next up: Equipment
3 out of 5 (3/5)

With its achingly swish build quality and a high level of standard equipment it’s easy to see where your hard earned goes, but when you can have an M Package BMW S1000RR, with carbon fibre wheels, more power, less weight and more advanced electronics, the Honda doesn’t seem such great value for money.

Equipment

5 out of 5 (5/5)

It’s still the same Blade SP we all know and love, fitted with a TFT colour dash, semi-active Öhlins and Brembos.

Specs

Engine size 999cc
Engine type Liquid-cooled, 16v, inline four
Frame type Aluminium twin spar
Fuel capacity 16 litres
Seat height 820mm
Bike weight 195kg
Front suspension Semi-active Öhlins NIX 43mm forks
Rear suspension Single Öhlins TX36 shock
Front brake 2 x 320mm front discs with four-piston Brembo monobloc radial calipers. Cornering ABS
Rear brake 220mm rear disc with twin-piston caliper Cornering ABS
Front tyre size 120/70 x 17
Rear tyre size 190/50 x 17

Mpg, costs & insurance

Average fuel consumption -
Annual road tax £93
Annual service cost £200
New price -
Used price £13,200 - £19,000
Insurance group -
How much to insure?
Warranty term Two years

Top speed & performance

Max power 189 bhp
Max torque 84 ft-lb
Top speed 182 mph
1/4 mile acceleration 10.37 secs
Tank range -

Model history & versions

Model history

2017: Honda gave its flagship superbike a major overhaul with more power, less weight and electronic rider. The new SP model came was adorned with Brembos, an up/down quickshifter and semi-active Öhlins.

2019: Blade SP updated with revised electronic rider aids.

Other versions

Honda CBR1000RR Fireblade – Base model. Shares same basic engine, chassis and electronic riding aids (except for quickshifter) with the SP. Has mechanically adjustable Showa suspension and Tokico front calipers.

MCN Long term test reports

MCN Fleet: My standard Blade SP's too loud. How weird is that?

MCN Fleet: My standard Blade SP's too loud. How weird is that?

Talk about a slow burner. As the miles slip by, this Blade SP inexorably grows bigger in my life – to the point where my attitude towards it has progressed from one of indifference and Guy Martin and John McGuinness-fuelled suspicion to one of desire. But, as you may have heard, there is a prob

Read the latest report

Owners' reviews for the HONDA CBR1000RR FIREBLADE SP (2019 - 2020)

1 owner has reviewed their HONDA CBR1000RR FIREBLADE SP (2019 - 2020) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your HONDA CBR1000RR FIREBLADE SP (2019 - 2020)

Summary of owners' reviews

Overall rating: 5 out of 5 (5/5)
Ride quality & brakes: 5 out of 5 (5/5)
Engine: 5 out of 5 (5/5)
Reliability & build quality: 5 out of 5 (5/5)
Value vs rivals: 5 out of 5 (5/5)
Equipment: 5 out of 5 (5/5)
Annual servicing cost: £200
5 out of 5 Why I own so many
17 April 2020 by Deecee

Version: R sp

Year: 2019

Annual servicing cost: £200

Quality. More than enough power. The riding experience. Reliability. Plus it is just such a beautiful bit of kit to look at. I have 4blades. Nuff said

Ride quality & brakes 5 out of 5

For a sports bike excellent: probably the best of its type as a road bike and hardly shabby on track either

Engine 5 out of 5

Better sports/road bike than many of same ilk

Reliability & build quality 5 out of 5

From discussions I’ve had with various other like minded bikers the build quality is the best

Value vs rivals 5 out of 5

Considering what it is the costs are really very good. For the performance? How much does a Porsche/ Audi R8 cost ?

Equipment 5 out of 5

Suoerb

Buying experience: In contrast to Bmw/triumph and Ducati in my experience better by far. Different league

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