2024 Honda CBR1000RR-R Fireblade SP Review

At first glance, with its snazzy new aero bodywork, you might think the 2024 Fireblade is just another face-lift. But Honda has gone all out under the bodywork, cramming in cutting-edge electronic wizardry like twin-motor “split” throttles, and a vast list of upgrades including lighter engine bits, a tweaked frame and swingarm, and the latest Smart EC3 Öhlins suspension. While the focus is clearly on scorching lap times, road riders haven’t been forgotten, with a comfier riding position, beefier midrange, and revised gearing that should make the daily commute a little more thrilling.

Editor’s note: We last tested the U.S. Fireblade SP version during the the 2021 Honda CBR1000RR-R Fireblade SP First Ride Review and 2021 Honda CBR1000RR-R Fireblade SP MC Commute Review articles and video reviews.

To see just how much bite this new ‘Blade has, we took it to one of Europe’s fastest and most challenging tracks—Portimão in Portugal. It was the perfect playground to see if Honda’s latest superbike can still cut it on the world stage.

For 2024, HRC engineers could have easily unleashed an even wilder Fireblade, but instead, they took a more thoughtful approach. Rather than focus purely on brute force, they’ve fine-tuned the bike to shine on corner exits, prioritizing control and precision. The engine’s been seriously revamped with lighter valves, new springs, revised timing, and port profiles—all boosting the compression ratio to 13.6:1. The ambition? Smoother, more potent midrange torque. Plus, with a lighter crankshaft and titanium con-rods, crank inertia is down, making the throttle response razor-sharp.

Even though peak power and torque numbers haven’t budged (still sitting at a hefty 214.6 bhp and 83.3 lb.-ft. for Europe), they now kick in 500 rpm sooner. Peak power hits at 14,000 rpm (down from 14,500), and torque shows up at 12,000 rpm (down from 12,500)—again, Europe spec. Honda’s clearly aiming to make this beast more approachable and less of a wild bull to ride.

Fuel management is now in the hands of Honda’s Two-Motor Throttle-By-Wire system, aka split throttle bodies. This lets two cylinders operate separately from the other two, giving smoother throttle control and helping out with engine-braking when you snap the throttle shut. The gearbox has shorter ratios for punchier acceleration, and a new titanium exhaust with a bigger Akrapovič end can keep things quiet enough to dodge the trackday noise police.

Chassis-wise, Honda’s cranked up the feel and precision. The 2024 Fireblade SP gets a lighter frame with 17 percent less lateral stiffness and 15 percent less rigidity. The RC213V-inspired swingarm helps dial in handling finesse, and for the first time on a production bike, you get Öhlins Smart EC3 electronically controlled suspension, with revised settings for the 43mm NPX fork and TTX 36 shock. Honda just got in before the Ducati Panigale V4 S with a similar system.

Naturally, this superbike is overwhelmed with tech. A Bosch six-axis IMU manages cornering ABS, with a new Race mode, along with nine levels of traction control (HSTC) to match the new power delivery. Launch control, wheelie control, rear-wheel lift prevention, and Honda’s new engine-braking system are all included. The IMU syncs up with the Smart EC3 suspension and a three-level electronic steering damper.

Plus, the quickshifter now lets you choose between soft, medium, and hard settings—because we all have preferred shifting moods.

But don’t think Honda has forgotten about street riders! The handlebars are now 19mm (0.75 inch) higher, and the footpegs sit 16mm (0.63 inch) lower, making the riding position more relaxed. The fuel tank’s slightly bigger, and the TFT dash now has a nifty cold-weather mode that lowers the redline to 8,000 rpm to protect the engine during chilly starts.

The new bodywork isn’t just for show—it features winglets that claim to reduce yaw by 10 percent, making the bike feel lighter through high-speed corners. Plus, it makes it clear to everyone that you’re riding the latest 2024 model.

With so much tech crammed into this bike, you’ll need a lot more than one test ride to explore all its options. There’s even a handy preload guide on the dash—input your weight (be honest), and it’ll recommend the ideal preload settings, which are manually adjustable.

Let’s start with the engine. Sure, on paper, the 2024 ‘Blade’s power and torque numbers haven’t budged, but on the track, it feels like someone snuck in an extra 20 horses while the engineers weren’t looking. The power delivery is immense. Even in fifth gear, just shy of 185 mph on the start/finish straight, the bike still felt like it was gunning for the moon. Honda boasts this is the most powerful inline-four on the market, and after riding it, I’m inclined to believe them. I expected fast, but this? This is next-level.

It’s not just the raw speed though—it’s the smooth, surgically precise throttle response that takes it up a notch. The split throttle bodies produce an intoxicating soundtrack, complete with the signature Akrapovič gurgle, and make you feel like a World Superbike racer—or at least, like you’re almost qualified to be one. There’s no sudden jolt when all four cylinders decide to join the party. It’s just pure, seamless acceleration, delivered like a perfectly executed symphony. I had the power set to P1, the most aggressive map, but it wasn’t harsh or twitchy. Instead, it was precise, allowing me to roll on the throttle earlier with each lap, building trust in the bike’s near-perfect delivery.

To put it simply, the 2024 ‘Blade hits with the grace of a ballerina and the punch of a heavyweight. It’s a rare mix, especially on a track like Portimão. Most bikes with this much grunt are either unpredictable at lower speeds or lose their edge in the upper revs. But the ‘Blade? It’s both a lap-record contender and forgiving enough that you don’t need to keep a brown paper bag on hand for panic attacks.

And then there’s the chassis. The updates for 2024 may not seem dramatic, but they make a world of difference. The Smart EC3 Öhlins suspension can be switched between semi-active or fixed modes, and I started my first session on Pirelli slicks with A (Automatic) Sport mode, before switching to A Track mode mid-session. Modern semi-active suspensions are so advanced now that it’s hard to tell if they’re doing their magic or if you’re riding on pure mechanical setup. The feel and feedback from the ‘Blade were incredible, even on Portimão’s dizzying mix of high-G and low-G corners.

In short, the 2024 Fireblade has evolved into a machine that’s blisteringly fast yet incredibly refined—a track weapon that makes you feel like you’ve been let in on a secret.

For my later sessions, I did something I’ve never done before on a superbike: I input my weight into the dash (a painful 80 kilograms/176.37 pounds, up from the 75-kilogram/165.35-pound default). Tweaking the suspension made a significant difference. That little tweak in preload settings (manual) transformed the bike—it felt more planted, easier to ride, and even calmed down the Fireblade’s tendency to pop wheelies like it was trying to impress everyone at a high school reunion. It’s a real testament to the Öhlins suspension that such a small adjustment can lead to such a big change.

I don’t think I’ve ever hopped onto a 200-hp-plus bike and felt so relaxed so quickly. Normally, you need a session or two to get comfortable with that kind of firepower, but the ‘Blade’s improved ergonomics and more flexible chassis worked wonders. The extra room to move around helped too, giving you the feeling that the bike is working with you, not against you. Sadly, just when I was getting cozy and ready to chase faster lap times, the weather decided to throw a tantrum, cutting our dry sessions short. I barely had time to scratch the surface of the bike’s full rider-aid capabilities; I was left itching to explore more.

As for braking? The Brembo Stylema R calipers are phenomenal. The 2024 ‘Blade comes with three ABS modes: Standard, Track, and Race. In Race mode, Honda basically throws away the rear-wheel lift prevention and says, “Good luck!” The cornering function is also disabled for the front ABS, giving you more freedom to push the limits—if you’re brave enough. But even with those aggressive settings, braking was rock-solid. You feel like you can brake later and harder than your instincts are screaming at you, all thanks to the Öhlins suspension and those trusty Brembo anchors.

All in all, the new Fireblade SP is a gem of a bike. It’s hard to find any faults with a machine that combines mind-bending performance with approachability. My only gripe? The front feels a bit small, and taller riders might struggle to fully tuck in. The dash and switch gear are also, let’s say, “busy,” and getting the suspension dialed in requires facing the truth about your weight, which is never a pleasant task—especially if you’ve been cheating the scales. But beyond that, this ‘Blade is pure joy.

“Breathtaking and barking mad.” Those were the first words I spat out after getting off the 2024 Honda Fireblade SP. On paper, I didn’t expect the updates to make that big a difference, but the second I twisted the throttle, it was clear this bike is not only quicker around a lap—it’s easier to ride fast. And that’s where things get interesting.

For context, the 2023 ‘Blade already crushed the UK’s National Superstock championship, and this 2024 version? It’s like Honda looked at that success and said, “Let’s turn it up to 11.” The inline-four engine is a torque monster in the midrange, thanks to some clever tuning, and the Two-Motor Throttle-By-Wire system makes it smoother and sharper than ever. Oh, and that sound? Intoxicating.

The new frame, paired with that smart Öhlins EC3 suspension, gives you so much feel that you wonder if the bike’s reading your mind. Honda didn’t forget the road riders either—the ergonomics are more spacious, and that extra torque down low makes the ‘Blade an absolute weapon for weekend rides, not just trackdays.

I didn’t have as much time on it as I’d like (blame the weather and not enough laps), so it’s tricky to say exactly how it compares to the previous model or how it stacks up against rivals like the BMW M 1000 RR or the Yamaha R1M. Let’s not even get started on the Italians—Ducati and Aprilia always keep things spicy. The new Ducati Panigale V4 S is mighty impressive.

So will this be the bike that brings Honda back to the top of World Superbike? Maybe, maybe not. Big Red is still hunting for glory on the world stage, but the Fireblade is already tearing it up in British Superbikes and racking up podiums at the Isle of Man TT. Honestly, though? I don’t even care. The 2024 Fireblade SP is a road-legal, race-bred rocket ship that’ll put a grin on your face so big your helmet will barely fit. In a world where some manufacturers are stepping away from 1,000cc sportbikes, Honda is still pushing forward, and it deserves a standing ovation for giving us something this special.