Gallery: Inside the 2017 Honda CBR1000RR SP and SP2

A closer look at Honda's new World Superbike platform

Honda unveiled its updated CBR1000RR in SP and SP2 versions at Intermot earlier this month, with the new bike featuring a host of updates including Ohlins electronic suspension, a full electronics suite and even a titanium fuel tank. Scroll through our gallery below to see more images of the various features and to learn more about the new CBR1000RR.

2017 Honda CBR1000RR SP and SP2
Honda claims that the new CBR1000RR returns to the principles of the original CBR900RR introduced in 1992, with a focus on the power-to-weight ratio and cornering, acceleration and braking. The development concept for the new bike is "Next Stage Total Control." Central to the bike's updates are a five-axis inertial measurement unit (IMU) and ride-by-wire throttle control that allow the use of a number of riding aids, along with a new ABS that is also managed by the IMU.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Among the advanced controls are: the Ohlins Objective Based Tuning Interface that adjusts compression and rebound damping in the fork and shock as part of preset or manual inputs, and Honda Selectable Torque Control (HSTC) traction control that utilizes the IMU, ECU and Throttle By Wire system and also delivers wheelie control.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The bore and stroke remain the same at 76 x 55.1mm for 999.8cc of displacement. The crankshaft, valve train and transmission all use material of a higher specification to cope with the increased output.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The assist/slipper clutch has been completely revised with a single die-cast pressure plate and clutch center, and offers reduced lever effort. The slipper function remains the same as previously, but some steel parts have been replaced with aluminum to save weight.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
All the engine covers have been redesigned; the clutch cover is aluminum while the ignition cover is magnesium. Other details that save weight are the length of various bolts, water hoses and hose bands. In total the engine is 4.4 pounds lighter than previously.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The throttle bodies have increased in diameter to 48mm from 46mm. The ride-by-wire system uses an Acceleration Position Sensor (APS) integrated into the right handlebar switchgear, which in turn sends an electrical signal to the ECU, which controls the butterflies via an electric motor.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The return spring and other mechanisms inside the APS reproduce the initial play and natural feel of a cable, with throttle load set specifically for the CBR1000RR.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The pistons have an optimized wall thickness and new crown design; compression ratio is up from 12.3:1 to 13:1. The surface finishing of the piston ring grooves has been modified to improve sealing performance and efficiency. The SP2 cylinder head runs 1mm larger 31.5mm diameter intake valves and 1.5mm larger 25.5mm diameter exhaust valves, with 10°/12° included valve intake/exhaust included valve angles (from 11°/11°). The valve pitches are identical, maintaining cylinder head width. The SP2's pistons use an exclusive crown design with heat treatment that strengthens the area around the piston boss, which itself employs a 2.5mm shorter (and 8 grams lighter per cylinder) piston pin. Ready to house high-lift camshafts the outer diameter of the SP2 valve lifter has grown 2mm to 28mm, while total height and thickness have been reduced saving weight.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Valve lift and cam timing has been revised for more power and to match the higher rev ceiling.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The titanium muffler is more than six pounds lighter than the previous unit. The 4-into-2-into-1 design of the exhaust system incorporates an exhaust valve.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Honda claims bottom-end power and torque are improved, with maximum output increasing by 11 horsepower to 189 at 13,000 rpm. Claimed peak torque is 86 foot-pounds at 11,000 rpm.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The use of ride-by-wire allows the use of a Power Selector, which offers five levels of "output character." Level 1 give peak output in all six gears; Level 2 output is controlled in each gear to achieve smooth throttle feel under acceleration or deceleration; Level 5 has the strongest output control for most moderate throttle response. All levels have the same throttle response on initial opening.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The new ABS uses information from front and rear wheel speed sensors as well as the IMU, and controls braking force accordingly.Courtesy of Honda

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2017 Honda CBR1000RR SP and SP2
Using 2-axis acceleration information from the IMU, the ABS calculates the acceleration of the bike's center of gravity in the lift direction as well as perpendicular to that, using the front wheel as a grounding point. From this information, the ABS can control rear wheel lift and stop the tendency for the rear end to "back in" around the front.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The ABS also allows for hard trail braking by using two parameters - deceleration derived from wheel speed and front/rear slip rate - as well as lean angle to vary the threshold for ABS activation.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The Suspension Control Unit (SCU) receives roll rate, yaw rate and lean angle information from a 5-axis (3-axis acceleration and 2-axis angular velocity) Bosch MM5.10 IMU gyro (weighing just 40 grams) located close to the machine’s center of gravity. It also gathers wheel speed, engine rpm, brake input and throttle angle from the FI-ECU and, depending on the suspension mode selected by the rider delivers optimal compression and damping force (adjusted via each step motor) during normal riding, plus hard acceleration, braking and cornering.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
There are three Active modes and three Manual modes of the Ohlins electronic suspension for the rider to choose from. When set in Active, damping force is controlled and optimized to suit the riding conditions: A1 (’Fast’), A2 (‘Enjoy’) and A3 (‘Safety’). Within the Active Modes the rider can make finer adjustments. The Manual M1, M2 and M3 Modes allow any required adjustments to be made.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
There are a total of five riding modes, with three using presets for the various riding aids and electronic suspension, and two allowing the user to make manual adjustments.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The HSTC used on the CBR1000RR SP and SP2 is an enhanced version of that used on the RC213V-S, and controls torque using two methods: The first compares front and rear wheel speeds, while the second uses the bike's lean angle .The IMU detects rotational speed in the chassis’ roll and yaw directions, and acceleration in the longitudinal, lateral and vertical directions. It then calculates roll angle to control engine torque, maintaining rear wheel traction at the required level.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
When the FI-ECU detects rear wheel acceleration (and front wheel deceleration) it reduces the TBW throttle position, and thus output, keeping the front wheel on the ground. Maximum application of the throttle is thus possible without fear of wheelies, with the support of Wheelie Control.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The new TFT panel displays include speedometer, tachometer, gear position, quickshifter, coolant temperature, riding distance and twin trip meters. The Shift-Up indicator is a horizontal line of 5 white LEDs located at the top; when engine speeds exceed user presets they go from solid to flashing. In the upper display, middle right the rider can choose to see the Shift-Up indicator setting speed, grip angle, battery voltage, calendar, or user-defined text. The dash features 3 modes; Street, Circuit and Mechanic, each displaying information most relevant for usage. Street displays riding modes (1-3 and USER 1-2) plus the settings for each parameter P (Power), T (HSTC), EB (Selectable Engine Brake) and S (Suspension).Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Circuit adds in addition to Street mode the lap time, number of laps and difference from the best lap.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Mechanic displays the digital tacho, gear position, grip angle, coolant temperature and battery voltage.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The titanium fuel tank is manufactured using an ultra-deep drawing process and is almost three pounds lighter than the previous steel unit, and contributes to mass centralization.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Rake and trail remain 23.3°/96mm but the hollow die-cast twin-spar aluminium frame’s rigidity balance has been significantly adjusted. Thinned frame walls save 300 grams. While transverse rigidity is unchanged, the frame is 10% more flexible in the torsional plane, which works to deliver a faster-reacting chassis. Yaw moment of inertia has been reduced by 15%; roll moment of inertia by 10%. To complement the frame changes the aluminium Unit Pro-Link swingarm’s hybrid structure has had the thickness of each section adjusted, saving approx. 100 grams while maintaining transverse rigidity and increasing torsional rigidity.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
Brembo four-piston monoblock radial mount brake calipers use newly developed high-mu (coefficient of friction) brake pads – these have a greater performance parameter at higher temperatures than standard pads, and suit aggressive ridng. The aluminium wheels are a new five Y-shape design, saving approx. 100 grams.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The die-cast aluminium subframe too has been redesigned and its thinner construction is at the same time highly rigid and 800 grams lighter – contributing to the concentration of mass and thus neutral handling feel with improved agility. Other weight savings include a lithium-ion battery, which cuts more than two pounds compared with a conventional lead-acid unit.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The upper fairing is 24mm narrower, and in a normal riding position air pressure is evenly distributed between the rider's shoulders, back and sides. The middle fairing is 18mm narrower, and the knee grip area is 15mm per side slimmer.Courtesy of Honda
2017 Honda CBR1000RR SP and SP2
The SP2's Marchesini wheels reduce wheel inertia by 18 percent at the front and nine percent at the rear.Courtesy of Honda