Racer test: Honda CBR1000RR SP superbike

Phillip Island is one of the most spectacular places in the world, and the best part is the magical race circuit cut into a field facing out toward Bass Straight. I don’t think I’ve ever been to the Island just to see the penguins, though: it’s always been about the excitement and entertainment that the track has given me, whether I'm spectating or just cutting laps at a ride day.

Over the years I have ridden many machines there, from GP machinery to superbikes and even tyre testing for a few different companies, and recently I got to ride another humdinger: the latest version of Honda's CBR1000RR, the souped-up SP. Not just any old SP, but the one which took Jamie Stauffer to second place in the 2014 Australasian Superbike Championship behind his then teammate Wayne Maxwell.
Stauffer will continue on the SP again in 2015, alongside fellow New South Welshman Troy Herfoss.

In my opinion, the great thing about local superbike competition is that the bikes are virtually stock, and the only modifications permitted are a fibreglass fairing, internal suspension changes, a performance pipe and a Power Commander fitted to the standard electronic control unit. In essence, Jamie’s race bike is a well-prepped track-day machine. In fact, the man who runs the factory effort for Honda Australia, Motologic's Paul Free, sold last year’s championship-winning bikes off for just $19,000 each.

In its current form the CBR1000RR has been around since 2008, so it's no spring chicken. There have been some updates over the years but the major changes have been aesthetic with a fairing shape change last year. The SP model got quite a bit more fettling though, which transformed the bike in to a machine which is still capable of sticking with the most modern sportsbikes on the market.

The most visible difference between the standard model and the SP is the high-quality Ohlins suspension on the SP that not only looks good but also lifts the handling to another level compared to the Japanese-built Showa package. The other stand out is the Brembo monobloc front brake calipers. They look great and they give the pilot a great deal of feel and stopping power with little lever pressure. This was definitely apparent on the hard braking in to turn four where I could use one finger to apply enough pressure to the lever to pull the bike up.

That’s not all though, as Honda has also made the machine leaner with an updated light-weight subframe, new footpeg positioning and some subtle engine work including a modified inlet tract which makes the bike CBR more responsive all over.

Riding the bike is a pleasure. It's one of the most stress-free bikes I’ve ridden, thanks to the engine which makes it so easy to get on the gas early in the corner, followed by a very smooth level of acceleration across the entire rev range. It’s certainly not the most powerful sportsbike on the market but it does get every one of its ponies on to the tarmac which keeps it near the front of the pack.

The diet has also helped with the bike's ability to flick from side to side and hold a line with less effort than is required on the standard machine. I love the way the bike holds a line and turns.

The superbike was obviously set up to suit Stauffer, with the ride height raised substantially from the standard bike to transfer weight onto the tyres more than is normally needed on the road. Even with a set of well worn Pirelli Corsa Diablo slicks fitted, there was still an abundance of grip available which is a credit to the general design of the Fireblade.

Normally when you raise the ride height like that you create wheelie problems, but the CBR's front wheel remained planted on the ground even with the massive crosswind at Phillip Island.

The standard electronic control unit works a treat, too. It’s actually better than the kit Honda system from a few years ago and, although it doesn’t have wheelie control and traction control, it’s still very capable. It does have some kind of engine braking control which works in conjunction with the slipper clutch and keeps the Honda inline and stops the rear from locking on corner entry.

I have been waiting for a new model CBR1000RR to hit the market for a long time. Honda has been tantalising us with talk about the RC213V-S GP replica, but that bike -- if it does hit the market -- seems to be out of the reach of us mere mortals price-wise. I can now see why this CBR hasn’t had a major makeover since 2008: because it’s a very good motorcycle. The SP is a brilliant bike that handles anything you can throw at it in its stride.